LTA Civil - Standards - Civil Design Criteria

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Published by Land Transport Authority
Revision History Date Sept 1999 Sept 2000 Sept 2001 Sept 2002 Revision A1 A2 A3 A4
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CONTENTS
Chapter 1 Chapter 2 Chapter 3 Chapter 4 Chapter 5 Chapter 6 Chapter 7 Chapter 8 Chapter 9 GENERAL MRT ALIGNMENT AND STRUCTURE GAUGE LOADS TRACKWORK GEOTECHNICAL PARAMETERS FOUNDATIONS, EARTHWORKS AND PERMANENT RETAINING STRUCTURES BORED TUNNELS AND RELATED WORKS UNDERGROUND STRUCTURES BRIDGES AND ABOVE-GROUND STRUCTURES
Chapter 10 ROADS Chapter 11 STATION AND TUNNEL SERVICES FOR RAIL PROJECTS Chapter 12 EXTERNAL WORKS Chapter 13 E&M INTERFACE Chapter 14 STRAY CURRENT CORROSION CONTROL FOR RAILWAYS Chapter 15 NOT USED Chapter 16 NOT USED Chapter 17 NOT USED Chapter 18 AUTOMATIC AND MANUAL IRRIGATION SYSTEM Chapter 19 INSTRUMENTATION Chapter 20 ASSESSMENT OF DAMAGE TO BUILDINGS AND UTILITIES Chapter 21 LIGHTING SYSTEM
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CHAPTER 1 GENERAL 1.1 1.1.1 1.1.2 1.1.3 1.2 1.2.1 1.2.2 1.2.3 1.2.4 1.3 1.3.1 1.3.2 1.3.3 1.3.4 1.3.5 1.3.6 1.4 1.4.1 1.4.2 1.4.3 1.4.4 1.5 1.5.1 1.5.2 1.6 1.6.1 1.6.2 1.6.3 1.6.4 1.6.5 1.7 1.8 1.9 INTRODUCTION Scope Definitions General Obligations STANDARDS Use of Singapore and British Standards Use of British Standard BS 5400 Use of United Kingdom Highways Agency Design Manual for Roads and Bridges Partial Safety Factor for Strength of Reinforcement DESIGN Responsibility for Design Design Objectives Design of Temporary Works Design For Removal of Temporary Works Oversite and Adjacent Developments Governing Criteria CALCULATIONS Method of Calculations Use of Computer Programs SI Units Language SURVEY & SETTING OUT Levels Co-ordinates DURABILITY ASSURANCE Design Considerations Critical Elements Durability Assessment Life Cycle Cost Analysis Drawings MATERIALS AND WORKMANSHIP SPECIFICATION DIMENSIONS BLINDING
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CHAPTER 2 MRT ALIGNMENT AND STRUCTURE GAUGE 2.1 2.2 2.2.1 2.2.2 2.2.3 2.2.4 2.2.5 2.2.6 2.3 2.3.1 2.3.2 2.3.3 2.4 2.4.1 2.4.2 2.4.3 2.5 2.5.1 2.5.2 2.5.3 2.5.4 2.5.5 2.5.6 INTRODUCTION HORIZONTAL ALIGNMENT Definitions Horizontal Curves Cant and Speed Transition Curves Chainages Co-ordinates VERTICAL ALIGNMENT Vertical Curves Gradients Levels TURNOUTS AND CROSSOVERS (for heavy and medium rail systems only) Turnouts Closure Rails Diamond Crossings STRUCTURE GAUGE AND CLEARANCES Definitions Train and Track Vehicles Structure Gauge Throw Clearance to Structure Gauge Clearances at Platform Edge
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CHAPTER 3 LOADS 3.1 3.2 3.2.1 3.2.2 3.3 3.3.1 3.3.2 3.3.3 3.4 3.5 3.5.1 3.5.2 3.6 3.6.1 3.6.2 3.6.3 3.6.4 3.7 3.7.1 3.7.2 3.7.3 3.7.4 3.7.5 3.8 3.9 3.9.1 3.9.2 3.9.3 3.10 3.11 GENERAL LOADS FROM RAILWAY VEHICLES General Design for Protection of Structures against the Effects of Derailment LOADS FROM ROAD VEHICLES General Loads on Underground Structures Load on Temporary Works including Temporary Decking SURCHARGE LOADS SOIL AND WATER LOADS Soil Unit Weights and Earth Pressure Coefficients Water IMPOSED LOADS IN RAILWAY STATIONS Floor Loadings Escalators Lifts Cooling Tower/Water Tanks WIND Wind on Viaducts, Bridges, Gantries and other Road Related Structures Wind on Stations and Other Structures Aerodynamic Effects Wind Load from Fans in Underground Railway Structures Wind Load from Trains in Below Ground Structures PARAPETS AND HANDRAILING LIFTING FACILITIES FOR EQUIPMENT Crane Gantry Girder Overhead Runway Beams Eyebolts PARTIAL SAFETY FACTORS FOR LOADS SEISMIC LOADING
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CHAPTER 4 TRACKWORK 4.1 4.2 4.3 4.3.1 4.3.2 4.4 4.4.2 4.4.3 4.4.4 4.4.5 4.4.6 4.4.7 4.4.8 4.5 4.6 4.6.1 4.6.2 4.6.3 4.6.4 4.6.5 4.6.6 4.6.7 4.6.8 4.7 4.7.1 4.7.2 4.7.3 4.7.4 4.7.5 4.7.6 INTRODUCTION VEHICLE DATA ELECTRICAL Power Return System Signalling System TRACK SYSTEM Ballasted Track Slab Track Noise and Vibration attenuating track Level Crossing Noise and Vibration Space Constraints Trackwork Components TRACK INSULATION MISCELLANEOUS Cable Troughs Buffer Stops Over-Voltage Protection Devices (OVPDs) Reference Points and Distance Indicators Cross-Bonding and Jumper Cables Bonded Insulated Rail Joints Welding Trap Points THIRD RAIL SYSTEM General Conductor Rail Joints in the Conductor Rail Ramps Conductor Rail Supports Protective Cover
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CHAPTER 5 GEOTECHNICAL PARAMETERS 5.1 5.2 5.2.1 5.2.2 5.3 5.4 5.5 5.6 GENERAL HYDROGEOLOGY Rainfall Design Ground Water Levels SOIL AND ROCK CLASSIFICATION DESIGN PARAMETERS SOIL AND GROUNDWATER CHEMISTRY SITE INVESTIGATION
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CHAPTER 6 FOUNDATIONS, EARTHWORKS AND PERMANENT RETAINING STRUCTURES 6.1 6.1.1 6.1.2 6.1.3 6.1.4 6.2 6.2.1 6.2.2 6.2.3 6.3 6.3.1 6.4 6.5 6.5.1 6.5.2 6.5.3 6.5.4 6.5.5 6.6 6.6.1 6.6.2 6.6.3 6.6.4 6.6.5 6.6.7 6.7 6.7.1 6.7.2 6.7.3 6.7.4 6.7.5 6.7.6 6.8 6.8.1 6.8.2 6.8.3 INTRODUCTION General Ground Movements Deleterious Substances in Soils Combining Foundation Types in a Single Structure DESIGN REQUIREMENTS FOR FOUNDATIONS Shallow Foundations Deep Raft Foundations Deep Foundation Elements (DFEs) SETTLEMENT/HEAVE General DEBONDING OF PILES AND DEEP FOUNDATIONS LOAD TESTING General Preliminary Load Tests Working Load Tests Quantity of Testing Selection of DFEs for testing PERMANENT GRAVITY AND CANTILEVER RETAINING WALLS Lateral Earth Pressures Water Pressure Factors of Safety Use of DFEs for Retaining Structure Foundations Settlement and Deflections Seepage EARTHWORKS General Factor of Safety Embankment for Railway Tracks Soil Improvement Drainage Non-Suspended Apron Structures and Services TRANSITION SLABS General Transition Slab for Roadways Transition Slab for Railways
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6.9 6.9.1 6.9.2 6.9.3 6.9.4
USE OF FINITE ELEMENT OR FINITE DIFFERENCE MODELLING TECHNIQUES Design Requirements Modelling Requirements Sensitivity Analysis Submission of Results
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CHAPTER 7 BORED TUNNELS AND RELATED WORKS 7.1 7.2 7.3 7.3.1 7.3.2 7.3.3 7.3.4 7.4 7.4.1 7.4.2 7.5 7.5.1 7.5.2 7.5.3 7.5.4 7.5.5 7.5.6 7.6 7.6.1 7.6.2 7.6.3 7.7 7.7.1 7.7.2 7.7.3 7.7.4 7.8 7.8.1 7.8.2 7.8.3 7.9 7.10 7.10.1 7.10.2 7.10.3 GENERAL PRINCIPLES TUNNEL SIZE TUNNELS IN SOFT GROUND Definition of Soft Ground Design Method Flotation and Heave Longitudinal Stiffness TUNNELS IN ROCK Definition of Rock Design Method SEGMENTAL LINING DESIGN General Deflections Waterproofing Fixings Taper Rings Bolt Pockets TEMPORARY TUNNEL LININGS Types of Lining Sprayed Concrete Lining (SCL) Ribs and Lagging IN-SITU TUNNEL LINING General Analysis Waterproofing Fixings CROSS PASSAGEWAYS BETWEEN RAILWAY RUNNING TUNNELS Location Dimensions and Layout Design SUMPS IN RUNNING TUNNELS EMERGENCY ESCAPE SHAFTS Location Dimensions and Layout Shaft Design
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7.11 7.11.1 7.11.2 7.12
TUNNEL WALKWAY IN RAILWAY TUNNELS Arrangement Details of Walkway FIRST STAGE CONCRETE
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CHAPTER 8 UNDERGROUND STRUCTURES 8.1 8.1.1 8.1.2 8.1.3 8.1.4 8.2 8.3 8.3.1 8.3.2 8.4 8.4.1 8.4.2 8.5 8.5.1 8.5.2 8.5.3 8.5.4 8.6 8.7 8.8 8.8.1 8.8.2 8.8.3 8.8.4 8.9 8.9.3 8.10 8.10.1 8.10.2 8.10.3 8.10.4 8.10.5 8.10.6 8.10.7 GENERAL Scope General Principles General Requirements for Trainways in Cut-and-Cover Tunnels and Stations General Requirements for Vehicular Underpasses and Depressed Cariageways DESIGN APPROACH ULTIMATE LIMIT STATE Structural Stability Robustness SERVICEABILITY LIMIT STATE Settlement Cracking DURABILITY Exposure Conditions Minimum Cover Cement and Water Content Shrinkage and Thermal Cracking FIRE RESISTANCE INSPECTION OF CONSTRUCTION LOADS Load Factors for Earth and Water Pressure Ground Loads Load Combinations Unbalanced Loads ANALYSIS Locked-in Stress Resultants (moment, shear axial force, etc) DETAILED DESIGN Redistribution of Moments (only applicable for structures designed to SS CP 65) Design Moments Bottom Loaded Structural Elements Internal facing of Diaphragm and Secant Pile Walls Fixings for E&M Equipment Post Fixed Reinforcement Connections between Bored Tunnels / Cut-and-Cover Structures
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8.10.8 8.10.9 8.11 8.11.1 8.11.2 8.11.3 8.11.4 8.11.5 8.11.6 8.11.7 8.12 8.13 8.13.1 8.13.2 8.13.3 8.13.4 8.14 8.14.1 8.14.2 8.14.3 8.14.4 8.14.5 8.15 8.16 8.17 8.17.1 8.17.2 8.17.3 8.17.4 8.17.5 8.17.6
Pile Foundations and Deep Foundation Elements Torsion (only applicable for structures designed to SS CP 65) DETAILING Slabs and Walls Columns / Piers Beams (only applicable for structures designed to BS 5400) Corner Details Construction Joints Slab to Wall Connections Detailing of Shear Links CIVIL DEFENCE DESIGN (where applicable) PROVISION FOR FUTURE DEVELOPMENT Knockout Panels for Access to Future Developments Fire Separation for Railway Structures Future Development Loads, Structural Capacity and Settlement / Deflection Design Assumptions and Construction Constraints FLOTATION General Factors and Safety Soil Friction Assessment Measures to Counteract Flotation STABILITY OF THE EXCAVATION WATERPROOFING DESIGN OF TEMPORARY WORKS General Requirements Design of Temporary Excavation Support Design for Removal of Temporary Works Use of Finite Element or Finite Difference Modelling Techniques Minimum Unplanned Excavation Temporary Ground Anchorages
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CHAPTER 9 BRIDGES AND ABOVE-GROUND STRUCTURES 9.1 9.2 9.3 9.4 9.4.1 9.4.2 9.5 9.5.1 9.5.2 9.5.3 9.5.4 9.5.5 9.5.6 9.5.7 9.5.8 9.5.9 9.5.10 9.5.11 9.6 9.6.1 9.6.2 9.7 9.7.1 9.7.2 9.7.3 9.8 GENERAL STANDARDS AND CODES OF PRACTICE ANALYSIS LOADING Temperature loads Aerodynamic Effects DESIGN CONSIDERATIONS AND REQUIREMENTS General Reinforced Concrete Prestressed Concrete Reduction or Isolation of Vibration Design Surface Crack Width Member Shapes and Sizing Precast Segments Piled Foundation Piers Abutments Approach (Transition) Slab BEARINGS General Bearing Replacement MOVEMENT JOINTS FOR DECKING SLABS Definitions General Movement Joints WATERPROOFING AND MECHANICAL IRRIGATION SYSTEM FOR FLOWER TROUGH IN ROAD VIADUCTS AND PEDESTRIAN OVERHEAD BRIDGES PARAPET SYSTEM ON VEHICULAR BRIDGES AND PEDESTRIAN OVERHEAD BRIDGES General Additional Design Requirements on Vehicular Bridge Parapets THERMAL RAIL FORCES RAILWAY DECK FURNITURE, DRAINAGE AND WATERPROOFING
9.9 9.9.1 9.9.2 9.10 9.11
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9.12
ELECTRICAL AND MECHANICAL REQUIREMENTS
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CHAPTER 10 ROADS 10.1 10.2 10.3 10.3.1 10.3.2 10.3.3 10.3.4 10.3.5 10.3.6 10.3.7 10.3.8 10.3.9 10.3.10 10.3.11 10.3.12 10.3.13 10.3.14 10.3.15 10.4 10.5 10.6 10.7 10.8 10.8.1 10.8.2 10.9 10.9.1 10.9.2 10.9.3 10.9.4 10.9.5 10.9.6 10.9.7 10.10 GENERAL ROAD PAVEMENT ROAD GEOMETRY Horizontal Alignment Horizontal Sight Distance Vertical Alignment Vertical Curves Compound Curves Reverse Curves and Broken-Back Curves Corner Radius Cross Slope Transition Curves Superelevation Combined Vertical and Horizontal Alignment Lane Width Traffic Island Road Cross-Section Element Exits and Entries at Interchanges VEHICULAR IMPACT GUARDRAIL CLEARANCE TO STRUCTURE KERBS WALL OPENING/VEHICULAR BREAKDOWN LAYBY/EMERGENCY STAIRCASES ROAD MARKING AND SIGNAGE Carriageway Markings Road Signs INFORMATION SIGNS Introduction Design Considerations Siting of Signs Materials for Sign Sign Support Blockage of Signs by trees Other Examples SITING OF INFORMATION SIGNS
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CHAPTER 11 STATION AND TUNNEL SERVICES FOR RAIL PROJECTS 11.1 11.1.1 11.1.2 11.1.3 11.2 11.2.1 11.2.2 11.2.3 11.2.4 11.2.5 11.2.6 11.3 11.3.1 11.3.2 11.3.3 11.3.4 11.3.5 11.4 11.4.1 11.4.2 11.4.3 11.4.4 11.5 11.5.1 11.5.2 11.5.3 GENERAL REQUIREMENTS Standard Codes and Regulations Approvals Routing of Pipework and Services DRAINAGE General Tunnel Drainage Station Drainage Station Pump Sumps Sump and Pump Design Directives Storm Water Drainage SEWERAGE & SANITARY PLUMBING General Design Code Design Directives Sewage Pump Sumps Sewage Ejector WATER SERVICES General Water Supply System Water System for Fire Fighting Civil Defence (CD) Water System ACCESS LADDERS General Design Material
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CHAPTER 12 EXTERNAL WORKS 12.1 12.2 12.3 12.4 12.5 12.6 LAND BOUNDARIES FLOOD PROTECTION PAVED AREAS IRRIGATION SYSTEMS AND LANDSCAPING HANDRAILS AND RAILINGS FENCING AND PROTECTION AGAINST UNAUTHORISED ACCESS
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CHAPTER 13 E&M INTERFACE 13.1 13.2 13.2.1 13.2.2 13.3 13.3.1 13.3.2 13.3.3 13.4 13.4.1 13.4.2 13.5 13.6 13.7 13.7.1 13.7.2 13.7.3 13.7.4 13.8 13.9 13.10 GENERAL ELECTRICAL SUBSTATION Cable Chamber Others PLATFORM TOUCH VOLTAGE PROTECTION General Minimum Insulation Level Insulation Details WATER AND ELECTRICAL EQUIPMENT General Protection External Cable Manholes and Cable Ducts E&M EQUIPMENT DELIVERY ROUTES ELECTRICITY SUPPLY TO CIVIL EQUIPMENT EARTHING SYSTEM General Earthing Mat Design Requirements Installation and Execution Testing CABLE AND PIPE DUCTS EQUIPOTENTIAL BONDING CABLE BRACKETS AND OTHER E&M FIXINGS IN TUNNELS
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CHAPTER 14 STRAY CURRENT CORROSION CONTROL FOR RAILWAYS 14.1 14.1.1 14.1.2 14.1.3 14.2 14.2.1 14.2.2 14.2.3 14.2.4 14.2.5 14.3 14.3.1 14.3.2 14.3.3 14.3.4 14.4 14.4.1 14.4.2 14.4.3 14.4.4 14.5 14.5.1 14.5.2 14.5.3 14.5.4 14.5.5 INTRODUCTION General Design Considerations Operating Modes SYSTEM REQUIREMENTS Trackwork Elevated MRT Stations and Viaducts (Fig. 14.1) Underground Structures (Fig. 14.2, Fig. 14.3, Fig. 14.4) At-Grade and Transition Sections (Fig. 14.5) Depots SYSTEM COMPONENTS Cabling Drainage Panels Drainage Terminal Boxes Reference Electrodes STRAY CURRENT LEAKAGE PATH CONTROL General Installations Elevated Stations and Viaducts Underground Structures and Tunnels SYSTEM TESTING AND MONITORING (refer to Fig. 14.6 to Fig. 14.9 and Appendix 2) Track to Structure Earth and Water Earth Resistance Stray Voltage Level Monitoring Substation Drainage Current Measurements Other Tests Test Procedures
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CHAPTER 18 AUTOMATIC AND MANUAL IRRIGATION SYSTEM 18.1 18.2 18.3 18.4 18.5 18.6 18.6.1 18.7 18.8 18.9 18.10 18.11 18.12 18.13 18.14 18.15 REGULATIONS, CODES AND STANDARDS AUTOMATIC IRRIGATION SYSTEM DESCRIPTION DESIGN CRITERIA MICROPROCESSOR BASED IRRIGATION CONTROLLER RAIN SHUT-DOWN PUMPSETS Submersible Pumpset SUMP PUMP OPERATION OF PUMPS SPRINKLER HEAD AND STREAM BUBBLER PIPES AND FITTINGS MANUAL IRRIGATION SYSTEM DESCRIPTION DESIGN CRITERIA PIPES AND FITTINGS PIPE INSTALLATION OTHER ACCESSORIES
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CHAPTER 19 INSTRUMENTATION 19.1 19.2 19.3 19.3.1 19.3.2 19.3.3 19.4 19.4.1 19.4.2 19.4.4. 19.4.5. 19.4.6. 19.4.7. 19.4.8. 19.4.9. 19.4.10. 19.5 19.6 19.7 19.8 INTRODUCTION INSTRUMENTATION REQUIREMENTS MONITORING PLANS AND RELATED DOCUMENTS Monitoring Drawings Instrumentation Tables Instrumentation Specifications MINIMUM MONITORING Minimum Monitoring for Excavations Minimum Monitoring for Tunnels Minimum Monitoring of Struts and Ground Anchors Minimum Monitoring of Buildings and Structures Minimum Monitoring of Utilities Minimum Monitoring for Areas of Ground Treatment Minimum Monitoring for Tunnelling Under Buildings Minimum Monitoring for Buildings Subject to Protective Measures Minimum Vibration Monitoring ADDITIONAL MONITORING READING FREQUENCY FOR MONITORING INSTRUMENTS ACCURACY AND RANGE OF MONITORING INSTRUMENTS REVIEW LEVELS
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CHAPTER 20 ASSESSMENT OF DAMAGE TO BUILDINGS AND UTILITIES 20.1 20.2 20.2.1 20.2.2 20.2.3 20.3 20.4 20.5 GENERAL PREDICTION OF SETTLEMENTS Ground Movements due to Bored Tunnelling Ground Movements due to Excavations Combined effects ASSESSMENT OF DAMAGE TO BUILDINGS ASSESSMENT OF DAMAGE TO UTILITIES PROTECTIVE WORKS
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CHAPTER 21 LIGHTING SYSTEM 21.1 21.1.1 21.1.2 21.1.3 21.2 21.2.1 21.2.2 21.2.3 21.3 21.3.1 21.3.2 21.3.3 21.3.4 PUBLIC STREET LIGHTING General Luminaires Requirements Works in Conjunction with Lighting VEHICULAR UNDERPASS LIGHTING General Emergency Lighting Luminaires Requirements TUNNEL LIGHTING General Design Parameters Glare Control Emergency Lighting
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CHAPTER 1 GENERAL 1.1 1.1.1 INTRODUCTION Scope The Design Criteria give the requirements for the design and detailing of all Civil Engineering Works for the Land Transport Authority. Unless stated otherwise, the requirements of the Design Criteria are for Permanent Works. 1.1.2 Definitions The definitions of Authority, Contractor and Works etc. shall be those given in the Conditions of Contract. The term Engineer used in the Design Criteria refers to the Engineer appointed by the Authority for the purposes of the Contract. Where the Conditions of Contract require instead that a Superintending Officer be appointed for the purposes of the Contract, the term Engineer in this Specification shall refer to the Superintending Officer so appointed by the Authority. The use of the terms railways, stations etc, shall be taken to apply to all guided systems, whether MRT or LRT, whether steel on steel or rubber tyres on guideways etc, unless specifically stated otherwise or agreed otherwise with the Engineer. The definition of nominal cover shall be the design depth of concrete cover to all steel reinforcement, including links. It shall be the dimension used in design and indicated on the design drawings. 1.1.3 1.1.3.1.1 General Obligations Compliance with Statutory Requirements and International Standards All designs shall be carried out and fully endorsed by Professional Engineers holding a valid practising certificate and registered under the Professional Engineers Act, Singapore in the civil and/or structural discipline and registered Accredited Checkers in accordance with the Building Control Act. All designs shall comply with all Building and Safety Regulations including the Building Control Act. Compliance with a Singapore Standard (SS) or British Standard (BS) or a standard approved by the Authority (or accepted by the Engineer) or the
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requirements of these Design Criteria shall not confer immunity from legal obligations. 1.1.3.2 Adjacent Works The design shall take into account any constraints or effects imposed by the existing and planned works and services in the surrounding areas, and works of other nearby contractors. 1.2 1.2.1 STANDARDS Use of Singapore and British Standards The design of all Works shall comply with the appropriate current standards and/or Codes of Practice issued by the Productivity and Standards Board (PSB), or if such a standard and/or Code of Practice does not exist, then the appropriate current standard issued by the British Standards Institution (BSI). If an appropriate standard from PSB and BSI does not exist and no other standard is stated in the Contract Documents, then subject to the acceptance of the Engineer and the Commissioner of Building Control of The Building and Construction Authority, an appropriate current standard from a reputable institution may be used. Three English language copies of such proposed standards shall be submitted to the Engineer. Generally the requirements spelt out in the Particular Specification, General Specification, M&W Specification and the Design Criteria shall take precedence over any relevant Singapore or British Standards, UK Highways Agency Standards and advisory notes or other International Codes of Practices. Where metric unit and imperial unit version of the same standard exist, the metric version shall apply. 1.2.2 1.2.2.1 Use of British Standard BS 5400 Unless noted otherwise use of BS 5400 shall be as implemented by the United Kingdom Highways Agency Standards and Advisory notes and as further amended by the Design Criteria. References made within the Design Criteria to BS 5400 Part 2 shall be to the composite version of BS 5400 Part 2 (which forms an appendix to the United Kingdom Highways Agency Departmental Standard BD 37/88) and as further amended by the Design Criteria.
1.2.2.2
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1.2.3
Use of United Kingdom Highways Agency Design Manual for Roads and Bridges The design shall also comply with the following Standards contained in the Design Manual for Roads and Bridges, except where explicitly stated otherwise in the Design Criteria: BD 15/92 BD 16/82 BD 20/92 BD 24/92 BD 27/86 BD 28/87 BD 30/87 BD 32/88 BD 33/94 BD 36/92 BD 37/88 BD 52/93 BD 60/94 BA 26/94 BD 49/93 General Principles for the Design & Construction of Bridges Use of BS 5400: Pt 1 1988 Design of Composite Bridges Use of BS 5400 Pt 5: 1979 Bridges Bearings Use of BS 5400 Pt 9: 1983 Design of Concrete Highway Bridges and Structures Use of BS 5400 Pt 4: 1990 Materials for the Repair of Concrete Highway Structures Early Thermal Cracking of Concrete Backfilled Retaining Walls and Bridges Abutments Piled Foundations Expansion Joints for Use in Highway Bridge Decks The Evaluation of Maintenance Costs in Comparing Alternative Designs for Highway Structures Loads for Highway Bridges The Design of Highway Bridge Parapets Design of Highway Bridges for Collision Loads Expansion Joints for Use in Highway Bridge Details Design Rules for Aerodynamic Effects on Bridges
1.2.4
Partial Safety Factor for Strength of Reinforcement The partial safety factor for strength of reinforcement shall be taken as 1.15 (and not 1.05 as given in BS 8110 table 2.2).
1.3 1.3.1
DESIGN Responsibility for Design Staff with proven relevant experience shall be deployed to design and detail the Works using their skills to the best of their abilities to achieve the design objectives described in Clause 1.3.2 below.
1.3.2
Design Objectives The design of structures and civil engineering works shall meet the following objectives: they shall be safe, robust, economical, durable, with operation and maintenance costs reduced to a practicable minimum, and shall be fit for purpose. Simplicity of structural form and layout is to be preferred. All structures shall be designed to be aesthetically pleasing.
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The elements of all structures shall be designed and detailed to achieve the design objectives by, inter alia, the following: (a) (b) (c) (d) (e) (f) appropriate selection of materials consideration of the long term deterioration of materials in the service environment due care in design and detailing so as to facilitate good workmanship in construction and the achievement of design intent consideration of access and other requirements for inspection and maintenance adoption of good engineering practice use of low risk construction methods and proven techniques
The durability objective of the project shall be to achieve a service life, with appropriate maintenance, of 120 years for all structures. The measure of achievement of durability shall be that all the criteria set in the design shall be maintained throughout the service life. Deterioration of materials shall be taken into account in the design and specification of the works. Due diligence and skills shall be applied in the design and detailing to ensure that the works can be constructed economically, practically and safely. All structural designs shall comply with all the ultimate and serviceability limit states. 1.3.3 Design of Temporary Works All Temporary Works shall be designed and detailed to be compatible with the Permanent Works. Temporary Works designs shall be carried out and endorsed by a Professional Engineer. Any part of the Permanent Works that performs a temporary function during construction shall be defined as Permanent Works and shall be analysed for both conditions (permanent and temporary) and designed using Permanent Works design criteria for the more onerous condition. The exception to this is crack width requirements for embedded walls, for which the appropriate clause should be consulted. 1.3.4 1.3.4.1 Design For Removal of Temporary Works All Temporary Works outside the limits of the following shall be designed for removal: (a) For road projects, the smaller of the road reserve and an area bounded by a line 3m from the footprint of the Permanent Works
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(b)
For railway projects, the smaller of the Railway Area (as defined in the Rapid Transit Systems Act) and an area bounded by a line 3m from the footprint of the Permanent Works
1.3.4.2
Within the limits stated in the above clause, Temporary Works shall also be designed to be removed. Exceptionally, within these limits the Contractor may propose to leave Temporary Works in place, where it is impracticable to remove them. Prior to installation the Contractor shall gain the acceptance of the Engineer for any such proposal.
1.3.4.3
Temporary Works shall be designed such that there is no risk of damage to the Permanent Works during removal. Unless otherwise accepted by the Engineer, all voids left in the ground due to the extraction of temporary works shall be backfilled with grout. The grout mix and method of backfilling shall be submitted to the Engineer for acceptance.
1.3.4.4
Where it is agreed that Temporary Works may be left in the ground they shall be designed so that there will be no risk of ground settlement or other deleterious effects as a consequence of decay of timber or other materials. In all cases Temporary Works shall be designed to be removed to a depth of 2 metres below the finished ground level unless shown otherwise on the Authoritys Drawings. This shall also apply to all secant and diaphragm walls and the like. Details of the construction sequence assumed, identification of the Temporary Works that are not to be removed (if any) and provisions made in the design to satisfy the above requirements shall be detailed on the Temporary Works design drawings. Any Temporary Works not removed shall be shown on the as-built drawings.
1.3.5
Oversite and Adjacent Developments All structures are to be designed wholly independently of any benefit which might be obtained from oversite or adjacent development. For example, in consideration of stability against flotation or of any lateral loading, the design should allow for the development not being present if that gives a more onerous design case.
1.3.6
Governing Criteria Unless specifically stated otherwise in the Particular Specification, where there are different criteria for design stated in the Contract Documents,
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Standards and Codes of Practice or relevant statutory regulations, the most onerous shall apply. 1.4 1.4.1 CALCULATIONS Method of Calculations Unless otherwise varied by the subsequent Chapters of the Design Criteria, all calculations shall be carried out in accordance with the requirements and recommendations of appropriate current Standards. The use of "State-of-the-Art" methods of calculations or methods that have not been extensively tried and proven within the industry will not be permitted unless prior acceptance for their use has been obtained from the Engineer. The design shall be in accordance with established good engineering practice and principles. 1.4.2 Use of Computer Programs The use of computers is permitted, provided the computer programs to be used are accepted by the Engineer. The programs to be used shall be those that are produced by reputable software houses and have undergone extensive testing. In this respect, the relevant documents and sample calculations to demonstrate the accuracy and reliability of the programs shall be submitted. Details of computer programs, including assumptions, limitations and the like, shall be clearly explained in the design statement. All input and output data of a computer program shall be clearly defined and the calculations shall include clear and unambiguous information of what each parameter means in the computer output forms. When in-house spreadsheets are used, the proposed version of the spreadsheet shall be clearly indicated and submitted together with hand calculations to verify the results of the spreadsheet for all possible calculation scenarios. A print-out of the spreadsheet showing the formulas normally hidden shall also be submitted with the cell references clearly labelled along the top and left hand margins of each page. 1.4.3 SI Units All calculations shall be carried out and presented in SI Units as specified in BS 3763. The units of stress shall be N/mm2 or kN/m2. 1.4.4 Language All calculations and other documents shall be submitted in the English Language.
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1.5 1.5.1
SURVEY & SETTING OUT Levels All levels given on the design drawings shall refer to a Project datum 100m below Singapore Standard Datum.
1.5.2
Co-ordinates All co-ordinates given on the design drawings shall be based on the project co-ordinate system as defined in the Particular Specification. The project co-ordinate system shall be clearly defined and indicated on the design drawings.
1.6 1.6.1
DURABILITY ASSURANCE Design Considerations The design shall address the durability of all elements of the structures. The design process shall incorporate an assessment of potential deterioration of materials in their exposure environments (e.g. exposure to ground water) throughout the service life, including but not limited to: (a) (b) (c) (d) (e) durability of concrete, corrosion of metals, long term performance of sealants, waterproofing, coatings and other forms of protection, serviceability of embedded pipework, services etc. maintenance/replacement of architectural finishes.
Construction processes which are critical to the achievement of durability shall be identified. These include workability requirements for casting concrete around relatively congested reinforcement sections, and duration of placement in terms of delay in setting to avoid cold joints. 1.6.2 Critical Elements Particular attention shall be given to deterioration of elements which cannot practically be accessed for maintenance or repair during the service life. In the case of such critical elements, the design shall be premised on the element (including all its components) remaining durable throughout the service life without maintenance. Additional measures shall be incorporated in the design of such elements to address the eventuality of the primary protection failing to achieve the desired durability. Where normal methods of inspection are impossible, provision for monitoring material performance by instrumentation shall be implemented where practicable.
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1.6.3
Durability Assessment Based on the durability objectives of the project, performance criteria for materials shall be developed from an assessment of the following: (a) (b) (c) (d) (e) (f) the micro-environment to which the element is exposed potential deterioration mechanisms in this micro-environment the likely material life the feasibility and cost of in situ monitoring, maintenance and/or repair the necessity and cost-effectiveness of providing additional protection the significance of deterioration.
In addition to the assessment of the likely material life, the quality control tests to monitor the quality of concrete for durability and the acceptance criteria shall also be provided. Any proposal to revise the Materials and Workmanship specifications shall be based on the performance criteria arising from such considerations. 1.6.4 Life Cycle Cost Analysis Where required by the following chapters, life cycle cost analysis shall be undertaken as a basis for selection of materials. Such analysis will require prediction of material performance and life of all components of the element (jointing and waterproofing materials, fixings etc.) and compare the total life costs of viable options, by summation of: (a) (b) (c) initial capital cost, including any monitoring system that is to be installed during the construction phase, recurrent costs of inspection, maintenance/repair, replacement (where feasible)
Total life costs, shall be expressed in present day dollars by using discounted cash flow techniques based on 5% discount rate. The analysis is to be used as a decision making process and costs therefore need only be sufficiently accurate for the purposes of comparison of options. A sensitivity analysis shall be undertaken to reflect the uncertainties related to: (a) (b) (c) 1.6.5 predictions of material performance workmanship in construction unit rates for calculation of inspection, maintenance, repair and replacement costs.
Drawings The design characteristic strength, the maximum nominal aggregate size, the minimum cement content, maximum cement content, and
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maximum free water: cement ratio and permitted cement types shall be shown clearly on the design drawings for reinforced, precast and prestressed concrete works together with any other restrictions on materials or properties required. 1.7 MATERIALS AND WORKMANSHIP SPECIFICATION Attention is drawn to the obligation to review the Materials and Workmanship Specification. Attention shall be drawn to any provision of the Materials and Workmanship Specification which appears incompatible with the design basis, and appropriate modifications to the Materials and Workmanship Specification shall be proposed, and agreed with the Engineer. The Materials and Workmanship Specification should however be regarded as a minimum standard. 1.8 DIMENSIONS All dimensions given on the Authoritys Drawings or within the Authoritys documentation shall be taken to be minimum dimensions to be achieved on site after allowance for all construction tolerances, deflection of embedded walls, sagging of beams and floors, etc. 1.9 BLINDING Reinforced and/or prestressed concrete shall be cast against an adequate concrete blinding and not directly against the ground. The minimum concrete grade and thickness shall be C20 and 75mm respectively. The thickness and strength of blinding may need to be increased depending on the softness and irregularity of the ground and the thickness of the concrete pour. Where the ground beneath the blinding is to be removed at a later date (for example in top-down construction) a debonding membrane shall be used at the interface between the blinding and reinforced concrete. The blinding and membrane details shall be indicated on the design drawings.
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CHAPTER 2 MRT ALIGNMENT AND STRUCTURE GAUGE 2.1 INTRODUCTION The final alignment of the railway shall conform to the Design Criteria and shall take full account of the following: Operating requirements Signalling requirements Traction power requirements Rolling stock requirements Minimise traction power Minimise track maintenance Construction constraints and cost Minimise conflict with existing structures and utilities Geotechnical and tunnelling conditions Environmental conditions Land use considerations
The design shall be co-ordinated with all relevant designers, contractors and other authorities 2.2 2.2.1 2.2.1.1 HORIZONTAL ALIGNMENT Definitions Track gauge is the distance measured between the inside face of the two running rails at a point 14.1mm below the crown of the rails (gauge points). For heavy and medium rail systems track gauge shall be 1435mm. Horizontal alignment non-tunnel is the alignment based on a point midway between gauge points. Horizontal alignment in tunnel is the alignment based on a point on the track centre line at a height above the rail line co-incident with the centre of the train mass. (For definitions of rail line and track centre line see Clause 2.5.1.2) Circular Curve is a curve of constant radius. Compound Curve is a curve formed of two or more circular curves of differing radii curving in the same direction. The circular curves may or may not be linked by transition curves.
2.2.1.2 2.2.1.3
2.2.1.4 2.2.1.5
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2.2.1.6
Reverse Curve is a curve formed of two or more circular curves curving in alternate directions which may or may not be of the same radius and which may or may not be linked by transition curves. A reverse curve has no straight track between each circular curve but has abutting transition curves. For the purpose of the alignment, each part of a reverse curve shall be given a separate curve number. Transition Curve is a curve of progressively varying radius used to link either a straight with a circular curve, or two circular curves of different radii. Virtual Transition is a length over which a train car experiences a change from straight to circular curve when no transition curve occurs. Its length is equal to the spacing between the cars bogies and is theoretically placed symmetrically about the tangent point. Cant (Superelevation) is the vertical distance (in millimetres) by which one rail is raised above the other and measured between the crowns of the two running rails. Cant is positive when the outer rail on a curve is raised above the inner rail or negative when the inner rail is raised above the outer. Equilibrium Cant is the cant required to enable a vehicle to negotiate a curve at a particular speed, known as the equilibrium speed, such that the resultant of the weight of the train and its centrifugal force is perpendicular to the plane of the rails. Applied Cant in millimetres is the actual cant specified for the curve. Cant Deficiency in millimetres is the amount by which the applied cant is less than the equilibrium cant for the speed being considered. Excess Cant is the amount by which the applied cant is greater than the equilibrium cant for the speed being considered. Cant Gradient expressed as a dimensionless ratio, is the gradient at which applied cant or cant deficiency is increased or reduced. Rate of Change of Cant or of Cant Deficiency in millimetres per second is the rate at which cant or cant deficiency is increased or reduced relative to the speed of the vehicle. Line Speed Limit (in km/h) is the maximum speed permitted for any train anywhere on the line. Restricted Speed is the nominal maximum permissible speed for a section of track imposed by means of a permanent speed restriction and is determined by the comfort and safety condition criteria. Design Speed at a particular point on the track is the average speed of the train at that point under average running conditions calculated from
2.2.1.7
2.2.1.8
2.2.1.9
2.2.1.10
2.2.1.11 2.2.1.12 2.2.1.13 2.2.1.14 2.2.1.15
2.2.1.16 2.2.1.17
2.2.1.18
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the coasting run speed profiles prepared by the signalling or rolling stock designer. 2.2.1.19 Flatout speed at a particular point on the track is the average speed of the train at that point using maximum accelerating and braking capacities on a run between two adjacent stations and is calculated from the flatout speed profiles prepared by the signalling or rolling stock designer. Shift is the amount by which the centre of radius of a circular curve needs to move due to the placement of transition curves. Horizontal Curves The limits for radii for horizontal circular curves are shown below.
2.2.1.20
2.2.2 2.2.2.1
Mainline
Depot, Temporary & non - passenger Tracks Absolute Minimum 190m 190m
Absolute Minimum Heavy Rail system Medium Rail system 400m 300m
Preferred Minimum 500m 400m
For light rail systems refer to the manufacturers recommendations. 2.2.2.2 The track shall preferably be straight throughout the length of stations. The presence of external constraints may necessitate limited encroachment of curves at station ends. Track through platforms shall be straight. Transitions shall normally be positioned so as to avoid horizontal throw (see Clause 2.5.1.4) affecting platform nosing clearance. Where encroachment is unavoidable, this shall be limited such that the combined effects of vehicle throw and cant do not affect the location of the nosing at platform ends by more than 20 mm when compared to straight track. Circular curve radii shall be selected to be the maximum practicable. The radius selected for any particular curve shall not be so large as to unnecessarily impose more severe curvature of the track at either end of that curve.
2.2.2.3
2.2.2.4
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2.2.2.5
The combination of circular curve and their related transition curves shall be chosen such that the length of pure circular arc between transitions is not less than the following: Preferred minimum Desirable minimum Absolute minimum 50 metres 25 metres 17 metres
2.2.2.6
For any two consecutive circular curves with the same direction of curvature, the length of straight track between the ends of the curves or of the transitions where these are required shall not be less than the following: Preferred minimum Desirable minimum Absolute minimum 50 metres 25 metres 17 metres
2.2.2.7
For any two consecutive circular curves with opposite direction of curvature other than reverse curves, the length of straight track between the ends of the curves or of the transitions where these are required shall not be less than the values given in Clause 2.2.2.6 above. Cant and Speed The curve-speed-cant relationship shall be based on the following equations :11.82 Ve Equilibrium cant E = ------------R
2.2.3 2.2.3.1
_________ Maximum permissible speed Vm = 0.29 R (Ea + D) where R = horizontal curve radius in metres Vm = maximum permissible speed in kilometres per hour Ve = equilibrium speed in kilometres per hour E = equilibrium cant in millimetres
Ea = actual applied cant in millimetres D = maximum allowable deficiency of cant in millimetres Formulae are only applicable for a track gauge of 1435mm.
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2.2.3.2
The maximum allowable applied cant shall be: Absolute Maximum For concrete track For ballasted track 150mm 125mm Desirable Maximum 125mm 110mm
2.2.3.3
The amount of cant deficiency or excess cant at any point on the line shall be limited to the following :Plain Line Desirable Maximum Absolute Maximum Maximum deficiency for trains not carrying passengers Turnouts Maximum Maximum deficiency for trains not carrying passengers 90mm for comfort conditions 125mm for safety conditions 90mm for comfort conditions 100mm for comfort conditions 230mm for safety conditions
2.2.3.4
Cant shall be selected to suit the design speed (typically 70% of equilibrium cant). Cant deficiency shall be checked against flatout speed to suit comfort condition criteria and cant shall be adjusted upwards as necessary. Consideration for both cant and cant deficiency shall also take into account the requirements of Clauses 2.2.4.3. and 2.2.4.4 Where constraints on the alignment design are such that the requirements of Clause 2.2.3.4 cannot be met, a permanent speed restriction shall be imposed. Such restrictions shall be minimised as far as practicable. Permanent speed restrictions shall also be imposed as necessary to prevent a train at line speed limit breaching the safety condition criteria. Suitable cant values shall be estimated during the preliminary design. The cant shall be finally selected from a consideration of the design speed and flatout speed. Applied cant shall be specified to the nearest millimetre for concrete track and to the nearest 5 mm for ballasted track.
2.2.3.5
2.2.3.6 2.2.3.7
2.2.3.8
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2.2.4 2.2.4.1
Transition Curves In general for all mainline track, transition curves shall be provided wherever possible between a circular curve and adjoining straight track, between the different radii of a compound curves and at the adjoining ends of circular curves forming reverse curves. Transition curves shall be clothoids. The cant gradient (not cant deficiency) shall be subject to the following limits:Absolute maximum = 1 : 500 Preferred = 1 : 750 Minimum = 1 : 1000
2.2.4.2 2.2.4.3
2.2.4.4
The rate of change of cant or cant deficiency shall be limited as follows:Plain Line Desirable maximum Absolute maximum Maximum for trains not carrying passengers. Turnouts Absolute maximum Maximum for trains not carrying passengers. = 80mm/sec for comfort conditions. = 125mm/sec for safety conditions. = 35mm/sec for comfort conditions. = 55mm/sec for comfort conditions. = 125mm/sec for safety conditions.
2.2.4.5.
In cases where the design speed of the train on part or all of a curve is considerably less than the line speed limit, it may be necessary to impose a permanent speed restriction to ensure that any excess cant at the design speed is kept to a practical minimum. Transition curves will not normally be required between the different radii of a compound curve where the change of radius of curvature does not exceed 15% of the smaller radius. Change in cant is applied over an effective transition length centred on the point where radii change and of a length to satisfy the requirement of Clause 2.2.4.4 or car bogie centres whichever is greater . Where a compound circular curve is employed with a change of radius greater than 15% of the smaller radius, a transition curve shall be interposed between the two parts of the curve. The length of such a
2.2.4.6
2.2.4.7
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transition shall be equal to the difference between the required transition lengths at each end of the curve. 2.2.4.8 When the shift of any calculated transition curve would be less than 10 mm, the actual transition curve may be omitted. In this case, the required change of cant shall be applied over a length to satisfy the requirement of Clause 2.2.4.4 or car bogie centres whichever is the greater, and in the same location as if the transition had been provided. The length of transition curves shall wherever possible be based on the preferred cant gradient in accordance with Clause 2.2.4.3 above. In cases where it is necessary to exceed the preferred cant gradient, the rate of change of cant shall be limited in accordance with Clause 2.2.4.4 above. Transitions between reverse curves shall wherever practicable have the same cant gradient for both transitions. Chainages The datum of chainages for new lines will be provided by the Authority. Chainages shall be quoted in metres correct to four decimal places and shall be measured along the centre line of each individual track in plan with no correction for differences in elevation. Initially a nominal 10m jump in chainage shall be provided on each track at each station centre line. Subsequent alignment revisions that results in changes to chainages shall be reflected by revising the jumps. The chainage at Contract boundaries shall not be changed. Co-ordinates Calculations for the setting out of the horizontal alignment for each track shall be based on co-ordinates of horizontal intersection points of the nominal track centre line. Co-ordinates shall be quoted in metres correct to four places of decimals. Horizontal curve radii shall be quoted in metres correct to three places of decimals and shall be the actual required radii after shift has been taken into account. Deflection angles shall be quoted in degrees to the nearest one-tenth of a second.
2.2.4.9
2.2.4.10
2.2.5 2.2.5.1 2.2.5.2
2.2.5.3
2.2.6 2.2.6.1
2.2.6.2
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2.3 2.3.1 2.3.1.1
VERTICAL ALIGNMENT Vertical Curves Ideally vertical curves shall be positioned such that coincidence with horizontal curves and, in particular with horizontal transitions is avoided. Where such coincidence is necessary, the maximum desirable practicable vertical curve radius shall be employed except at station ends where a hump profile is used where a radius of 1600m shall be selected. Vertical curves shall for each location be selected on the basis of the most suitable radius of the following: 3000 m radius (maximum desirable radius) 2500 m radius (preferred radius) 2000 m radius 1600 m radius (minimum allowable radius)
2.3.1.2
2.3.1.3
The length of the constant grade between consecutive vertical curves shall be as follows: Desirable minimum Absolute minimum 50 m 25 m
2.3.1.4
At switches and crossings, vertical curves shall not coincide with any part of the overall length of switches or crossings. In other areas of turnouts, vertical curves shall be avoided whenever possible. Where they cannot be avoided, the vertical curve radius shall be the maximum in accordance with Clause 2.3.1.2 above. At station ends where vertical curves are provided in conjunction with acceleration/deceleration gradients, the tangent point of the vertical curve may be permitted only under severe constraints of the alignment to encroach within the length of the platform to a limited extent. This length of encroachment shall be such that the vertical offset of the curve from the station gradient at the platform end shall not exceed 15 mm. Gradients The maximum gradients are shown below. Down-hill Gradient Heavy Rail system Medium Rail system 3% 3% Up-hill Gradient 2.5% 3%
2.3.1.5
2.3.2 2.3.2.1
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For light rail systems maximum gradients shall be in accordance with the manufacturers recommendations. 2.3.2.2 At stations, the track shall be level throughout the platform length except for the limited lengths of vertical curves as specified in Clause 2.3.1.5 above. A drainage gradient shall be provided for all underground tracks, other than at platforms and sidings, as follows: Desirable minimum 0.5% Absolute minimum 0.25% circumstances only) 2.3.2.4 2.3.2.5 2.3.2.6 (to be used in exceptional
2.3.2.3
On ballasted track, level tracks may be employed provided drainage is catered for below the ballast. Siding tracks should either slope 0.25% towards the buffers, or be level. Where practicable within the bored sections of tunnels, acceleration/deceleration gradients shall be provided in the form of a hump profile between stations. The nominal value of the hump shall be 8 m but no more than 10m. Where tunnels are constructed by cut-andcover methods, hump profiles need not be employed. Levels All levels shall be quoted in metres correct to four decimal places and referred to Project Datum. Rail level on superelevated ballasted track refers to the level at the crown of the lower rail. Rail level on superelevated concrete slab track refers to the mid point between the two running rails and is unaffected by the application of cant. TURNOUTS AND CROSSOVERS (for heavy and medium rail systems only) Turnouts Turnouts shall comply with recognised international design practices and geometries. Turnouts shall not coincide with transition curves. Turnouts should be avoided where possible on horizontal curves. A minimum speed limit of 55 km/h shall be allowed for through turnouts where regular passenger trains would normally operate.
2.3.3 2.3.3.1 2.3.3.2 2.3.3.3
2.4 2.4.1 2.4.1.1 2.4.1.2 2.4.1.3
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2.4.1.4 2.4.1.5 2.4.2
Drawings should state co-ordinates of the intersection point of turnouts and the chainage of beginning (BC point) and end of turnout. The minimum radii of curves within turnouts shall be 190m. Closure Rails Distance between adjacent turnouts shall be designed to consider factors such as electrical problems (third rail gapping), signalling future maintenance issues and track stability. As a guide, the minimum length of closure rails between adjacent turnouts on the same track are as follows: Turnout following another turnout (End of turnout to BC of next turnout) Desirable minimum 9.1m Absolute minimum 4.9m
Turnouts switch toe to switch toe (BC to BC) Desirable minimum 21m* Absolute minimum 4.9m
* Applicable only to third rail systems Note: BC = Geometrical tangent point (Beginning of curve) End of turnout is defined as the location where the minimum dimension (shown below) between the gauge points of the diverging crossing legs is achieved. 1:7.5 - 190m Radius 1:9 - 190m Radius 1:9 - 300m Radius 1:12 - 500m Radius 1:14 - 500m Radius 2.4.3 2.4.3.1 Diamond Crossings Diamond crossings shall be avoided unless deemed necessary. 500mm 420mm 420mm 380mm 350mm
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2.5 2.5.1 2.5.1.1
STRUCTURE GAUGE AND CLEARANCES Definitions The normal co-ordinated axes of a vehicle are defined as those orthogonal axes, normal to the longitudinal centre line of the vehicle, where one axis called the wheel line is the line connecting the points of bearing of pairs of wheels on the rails and the second, perpendicular to the first, called the vehicle centre line, is central between the wheels. The normal co-ordinated axes of the track are defined as those orthogonal axes, normal to the longitudinal centre line of the track, where one axis, called the rail line is the common tangent to the tops of the rails and the second perpendicular to the first, called the track centre line, is central between the rails. The static load gauge is defined as the profile related to the theoretical normal co-ordinated axes of the passenger vehicle outside which no part of the vehicle shall protrude when the vehicle is stationary and unloaded and when all play in the axles and suspension are uniformly distributed either side. Building tolerances for the vehicle are included in the static load gauge. Horizontal throw is the distance measured parallel to the rail line of the vehicle centre line from the track centre line when a vehicle is on a horizontal curved track, and all play in the axles and suspension are uniformly distributed either side. Horizontal throw reaches (arithmetic) maximum midway between bogies and at the ends of the vehicle. These throws are called centre throw and end throw respectively.
2.5.1.2
2.5.1.3
2.5.1.4
2.5.1.5 2.5.1.6
Vertical throw is defined in a similar manner when a vehicle is on vertically curved track. The Kinematic Load Gauge is defined as the vehicle profile related to the designed normal co-ordinated axes of the vehicle which covers the maximum possible distances from the vehicle centre line to any part of the vehicle taking into account the most unfavourable positions for running, including tolerances and wear The Kinematic Envelope is defined as the profile related to the designed normal co-ordinated axes of the track which covers the maximum possible distances from the track of any part of the vehicle taking into account the most unfavourable positions for running, including tolerances and wear of the track. When enlarged horizontally and vertically on curved track to allow for throw, it is referred to as the Swept Envelope.
2.5.1.7
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2.5.1.8
The Structure Gauge is defined as the profile related to the designed normal co-ordinated axes of the track into which no part of any structure or fixed equipment may penetrate, taking into account all deformations and movements. The Service Vehicle Load Gauge is the Kinematic Load Gauge for those rail vehicles used for construction and maintenance The Construction Gauge is the structure gauge, which shall apply during construction until the time that trial running commences. Train and Track Vehicles All rail vehicles used for construction and maintenance will conform to the service vehicle load and shall not influence the design of the civil works. Structure Gauge The Structure Gauge shall be based upon the Kinematic Envelope in such a way that each point on the perimeter of the Kinematic Envelope is enlarged vertically upwards by 50mm and horizontally by 100mm (two points to be constructed for each point on the Kinematic Envelope). The Structure Gauge is the largest envelope based on the points constructed as described above. Below the vehicle, the Kinematic Envelope is enlarged by 15mm to form the lower limit of the Structure Gauge. The shortest distance between the Kinematic Envelope and the Structure Gauge at any point is the Clearance at that point. Special provisions will be made to permit the intrusion of the platform nosing, the platform screen doors and platform edge columns into the Structure Gauge. The Structure Gauge for curved track shall in all cases include an allowance for the maximum vehicle throw, both horizontal and vertical at the location being considered in accordance with Clause 2.5.4.1. Throw Horizontal throw can take the form of either centre throw or end throw. They are inversely proportional to the curve radius. When a vehicle is fully on a circular curve throw may be calculated from the formulae. Centre throw (mm) = End throw (mm) = B2 103 8R (T2-B2 )103 8R
2.5.1.9 2.5.1.10 2.5.2 2.5.2.1
2.5.3 2.5.3.1
2.5.3.2
2.5.3.3
2.5.4 2.5.4.1
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B= Distance between bogie centres (metres) R= Radius in metres T= Overall length of vehicle (metres) 2.5.4.2 On circular curves, throw may be calculated in accordance with Clause 2.5.4.1 above. On transitions and on straight track adjacent to transitions, throw shall be calculated based on the vehicle characteristics. A swept envelope method may be employed. An allowance shall be made for horizontal throw throughout the length of points and crossing and on the straight track adjacent to these areas. Similarly a swept envelope method may be employed. Clearance to Structure Gauge All structure and equipment shall be designed to be clear of the Structure Gauge with adequate allowance made to take into account all tolerances of construction and fixing, and for all deflections and displacements. All moveable equipment, hinged doors, windows, etc close to the track shall be positioned so that they are not within the Structure Gauge at every position of movement. All covers to sumps, pits, etc within the track slab shall not infringe the Structure Gauge when in the open position. Where two tracks are side-by-side with each track capable, within the constraints of the signalling system, of passing trains at the same time, the minimum clearance between the two tracks shall be such that the Structure Gauges do not overlap. Clearances at Platform Edge Alongside the station platform limited intrusion into the Structure Gauge of the platform edge, platform edge columns and screen doors is permitted; see Structure Gauge Drawing. The platform edge shall be set such that 75mm clearance is provided horizontally between the static load gauge and the platform edge. Where a curved and/or canted track is less than 20 m from the platform, the platform edge distance shall be increased to account for effect of cant and throw. The distance shall be calculated precisely, for the worst position of the train. The screen doors shall be set at a distance of 115mm (+10 - 0 mm) from the static load gauge. Intrusions into the Structure Gauge permitted in Clause 2.5.6.1 shall extend no further than the section of the station platform within the length of a train stopped in the centre of the platform.
2.5.4.3
2.5.5 2.5.5.1
2.5.5.2
2.5.5.3
2.5.6 2.5.6.1
2.5.6.2
2.5.6.3 2.5.6.4
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2.5.6.5 2.5.6.6
Passageway and staircases beyond the platform and end barriers near ends of platform shall be designed to be clear of Structure Gauge. Alongside depot platforms, intrusions into the Structure Gauge are also permitted. The platform edge shall be set at 115mm (+20 - 0 mm) from the static load gauge where the curved track is at least 20 m beyond the platform.
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CHAPTER 3 LOADS 3.1 GENERAL Loads shall be determined from The Building Control Regulations 4th Schedule, BD 37/88 (see Design Criteria clause 1.2.2) and BS 6399 except where stated otherwise in this Chapter. In any circumstances where there is a discrepancy between the relevant standards and regulations the more onerous shall apply. The following loads and effects shall be considered in the design of all structures: (a) (b) (c) (d) (e) (f) (g) (h) (i) (j) (k) (l) (m) (n) Dead Load Superimposed dead load Load from adjacent building foundations or other structures Surcharge load Live load (primary and secondary) or imposed load Earth Pressure Hydrostatic Pressure Temperature effects Effects of shrinkage and creep in concrete Erection forces and effects Differential settlement Wind Load Collision Load Any other forces and effects arising out of the special nature of any structure
This Chapter specifies the general loading requirements. For loading requirements specific to the type of structure being designed reference shall be made to the relevant Chapter. The loads given in these Design Criteria shall be treated as unfactored (nominal or characteristic) loads for design purposes unless specifically noted otherwise (Therefore partial safety factors shall be applied in accordance with the limit state methods of the relevant standard, for example BS 5400, SS CP 65, etc.). All unfactored (nominal or characteristic) live loads, imposed loads and superimposed dead loads shall be shown clearly on a comprehensive set of loading plans.
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3.2 3.2.1 3.2.1.1
LOADS FROM RAILWAY VEHICLES General MRT Notwithstanding the particular rolling stock to be used, the design live loading from MRT railway vehicles shall be not less than that as determined in accordance with BS 5400 Part 2 for RL loading, or such other loading as specified in the Particular Specification. Dynamic effects shall be allowed for in accordance with BS 5400 Part 2 unless indicated otherwise in the Particular Specification.
3.2.1.2
LRT The design live loading from LRT vehicles, unless indicated otherwise in the Particular Specification, shall be not less than the larger of the actual system requirement or one half of RL loading determined in accordance with BS 5400 Part 2. Dynamic effects shall be allowed for in accordance with BS 5400 Part 2 unless indicated otherwise in the Particular Specification.
3.2.2 3.2.2.1
Design for Protection of Structures against the Effects of Derailment General Considerations The following design requirements apply to the supporting structures for new bridges or new buildings and any new structure carrying hazardous materials (e.g. gas) constructed over or alongside railway tracks. They do not apply to lineside railway infrastructure such as overhead line masts or signal gantries. Wherever possible, supports carrying any structure over or alongside railway tracks should be placed outside the danger zone (see below for definition). Where supports must be placed inside the danger zone they should preferably be monolithic piers rather than individual columns. Columns and piers located within embankments, or at the bottom of embankments, may require special consideration even if outside the danger zone because of the possibility of derailed vehicles rolling down the embankment (See Figure 3.2.2.1-A below). If it is not possible to arrange the design to avoid the situation then special measures will be necessary to safeguard such columns and piers. Consideration shall be given to the following: (a) (b) (c) the use of guard rails a retaining structure to widen the embankment the use of massive piers.
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Danger Zone
5250mm
Track
5250mm
Columns Located Outside Danger Zone
Embankment Bottom of Embankment
Figure 3.2.2.1-A
Where isolated columns are used within the danger zone a solid deflector plinth shall be provided to a minimum height of 900mm above the rail level or 1200mm above ground level whichever is the higher. The height of the plinth shall be constant and the ends of the plinth shall be suitably shaped in plan to deflect derailed vehicles away from the columns (See Figure 3.2.2.1-B below for typical plinth detail). For individual columns within station areas a solid platform construction shall be used to provide similar protection from derailed vehicles.
Sept 2002
DC/3/4
Figure 3.2.2.1-B
Sept 2002
DC/3/5
Where, exceptionally, the use of ground anchors are accepted as part of the Permanent Works by the Engineer and where they are situated within the danger zone, special measures shall be taken to protect the anchorages from potential damage by derailed vehicles. 3.2.2.2 Definition of danger zone Within tunnels the danger zone is considered to be bounded by the tunnel walls. At stations, it is bounded on the platform side(s) by the platform structure below platform slab level, and above platform slab level by a zone up to 2500mm from track centre-line; at non-platform locations it is bounded by the nearest continuous wall or 5250mm from track centre-line whichever is less. See Figure 3.2.2.2-A below.
5250mm ( If there is no continuous wall within 5250mm from track centreline ) Nearest Continuous Wall (where applicable)
Track Centreline
danger zone Non-Platform Side
danger zone Platform Side
2500mm
Platform Slab Level Platform Structure
Figure 3.2.2.2-A danger zone within stations
Sept 2002
DC/3/6
Within the Depot and outside of any tunnels or stations the danger zone is to be taken as 5250mm from track centre-line. See Figure 3.2.2.2-B below.
Rails 5250mm
Track
5250mm 5250mm Extent of Danger Zone
PLAN VIEW
5250mm
Figure 3.2.2.2-B danger zone within depot and outside of tunnels 3.2.2.3 Design for Train Impacts When the face of a loadbearing element lies outside or does not define the boundary of the danger zone, no special provisions apply. To provide robustness against the effects of light train impacts, all piers, columns or walls, whose nearest face defines the boundary of, or lies within, the danger zone, shall be designed to withstand two point loads without collapse. A single horizontal ultimate design load of P1 kN acting at a height of up to H1 mm above trackbed (or ground) level, and a single horizontal ultimate design load of P2 kN acting at a height of between H1 mm and H2 mm above trackbed (or ground) level. The two point loads need not be considered to act simultaneously. For designs to BS 5400, f3 shall be applied in accordance with the code requirements. Within tunnels and underground stations, the two point loads can act in a direction parallel to or up to D1 degrees from the direction of the adjacent track. At crossovers within tunnels, the direction of the load within 1 metre of the ends of dividing walls is parallel to or up to D2 degrees from the direction of the adjacent main-line track. Within the Depot and outside of the tunnels, the two point loads can act in any direction, and the design shall cater for the most adverse direction(s). Refer to Appendix 1 of this Chapter for the values of P1, P2, H1, H2, D1 and D2.
DC/3/7
The above impact loads shall be considered in combination with permanent loads together with appropriate live loads (where inclusion of live load is more critical) as defined below: (a) Structures Designed to SS CP 65 or BS 5950 Irrespective of the number of storeys, structures designed to SS CP 65 or BS 5950 shall be checked in accordance with the requirements of those codes for the effects of exceptional loads or localised damage (refer SS CP 65 Clauses 2.4.3.2 and 2.4.4.2, or BS 5950 Clause 2.4.5.4 etc) (b) Structures Designed to BS 5400 Structures designed to BS 5400 shall be checked for this purpose in accordance with United Kingdom Highways Agency Departmental Standard BD 60/94 using the ultimate loads (equivalent to the partial load factor (fL) multiplied by the nominal impact load) given in Appendix 1 of this Chapter. f3 shall be applied in accordance with the code requirements. 3.2.2.4 Disproportionate Collapse For all buildings irrespective of the number of storeys, all loadbearing elements, whose nearest face defines the boundary of, or lies within the danger zone, shall be detailed in accordance with SS CP 65 Clause 2.2.2.2 including the provision of vertical ties, or BS 5950 Clause 2.4.5.3, as appropriate. For the purposes of this clause each level of a station shall count as one storey. Structures whose nearest face defines the boundary of, or lies within, the danger zone shall be designed as follows: (a) Where individual columns are used within the danger zone, the design of the structure above them shall incorporate such continuity that the removal of any one column will not lead to the collapse of more than a limited portion of the structure close to the element in question under permanent loads, together with the appropriate live loads. (b) Where however the load bearing element is required to act as a key element defined for the purposes of this clause as one whose removal would cause the collapse of more than a limited portion of the structure close to the element in question, the following shall apply: (i) Tunnels and underground stations The key element shall be designed for a horizontal ultimate design load of P3 at a height of H3 above adjacent
DC/5/10
Table 5/4 - Summary of Soil and Groundwater Properties

SOIL MATERIAL
Estuarine Clay (E) Marine Clay (M) Fluvial Sand (F1) Fluvial Clay (F2) Jurong Formation (S/S3) Bukit Timah Formation (G) 39 57 5 9 23 42 7.7 8.8 7.4 7.7 8.4 8.9
GROUNDWATER
SO3 in 2:1 Extract (g/l)
1 8 1 3 3 2.8 3.9 2.3 1.2 2.79 2.8 0.26 2.3 0.8 0.2 0 38 0 0 0 9 15 6 1 34 24 8.0 11 7.7 6.7 8.5 5.1
pH
2.2 3.4 5.1 4.3 3.2 3.9 79 7 0 55 13 17 22 48 4 19
Total Sulphates (% SO3)

2.8 1.59 0.23 0.76 0.16 0.01 0.4 0.02 0 0 9 4 0 0 0
SO3 in 1:1 Extract (g/l)

20 8 4 2 4 18 7.95 4.3 0.08 0.09 6.8 0.15 0.01 0.02 0.02 0.02 0.01 0.01 4 0 0 0 25 0
pH
4.9 6.8 6.0 6.7 4.3 4.0 11 0 0 0 9 4 9
Sulphates SO3 parts per 100,000

640 85 29 85 26 230 1 1 1 85 1 1 33 0 0 1 0 0 6 15 6 1 40 25
Chlorides, ppm
4500 9050 376 18,200 222 65 20 14 6 6 6 6 1 0 0 2 2 0
11 5 32 22
1.9
Min. Value
Min. Value
Min. Value
Min. Value
Min. Value
Min. Value
Min. Value
Max. Value
Max. Value
Max. Value
Max. Value
Max. Value
Max. Value
Max. Value
% in Class 4 or 5
% in Class 4 or 5 Number of Samples
% in Class 4 or 5
Note 1: Due to sampling difficulties during the initial investigation groundwater samples are indicative only of the properties of the groundwater in the region of the borehole and these have been assigned to the predominant ground type. Note 2: Classification system makes no allowance for any concentration factors. Note 3: High Chloride concentrations and low resistivity of groundwaters were associated with local areas. Note 4: Low pH values may have been influenced by aerobic bacterial activity.
Sept 2002
% in Class 4 or 5
Number of Samples
Number of Samples
Number of Samples
DC/3/8
trackbed level (or ground level as appropriate). For designs to BS 5400, f3 shall be applied in accordance with the code requirements. Within tunnels and underground stations, the point load can act in a direction parallel to or up to D1 degrees from the direction of the adjacent track. At crossovers within tunnels, the direction of the load within 1 metre of the ends of dividing walls is parallel to or up to D2 degrees from the direction of the adjacent main-line track. Refer to Appendix 1 of this Chapter for values of P3 and H3. The structures shall be checked for these loads in the same way as for loads P1 and P2 in clause 3.2.2.3 above. (ii) Depot Alongside test track: (iii) below applies. Elsewhere at the Depot: provided train speeds are low (typically less than 20 kph) in the Depot, the design to clause 3.2.2.3 above constitutes a design as a key element. Otherwise (iii) below applies. (iii) Other Areas (e.g. Viaducts and At-Grade Structures) The key element shall be designed for a horizontal ultimate design load of P3 at a height of H3 above adjacent trackbed level (or ground level as appropriate). For designs to BS 5400, f3 shall be applied in accordance with the code requirements. Within the Depot and outside of the tunnels, the point load can act in any direction, and the design shall cater for the most adverse direction(s). Refer to Appendix 1 of this Chapter for values of P3 and H3. The structures shall be checked for these loads in the same way as for loads P1 and P2 in clause 3.2.2.3 above. 3.3 3.3.1 LOADS FROM ROAD VEHICLES General Vehicular live loads shall comply with BD 37/88 except where modified below:
Sept 2002
DC/3/9
3.3.1.1
Carriageway (replaces BD 37/88 Clause 3.2.9.1) The definition of carriageway in Clause 3.2.9.1 of BD 37/88 shall be replaced by the following: For the purposes of this standard, that part of the running surface which includes all traffic lanes, hard shoulders, hard strips and marker strips. The carriageway width is the width between parapets. The carriageway width shall be measured in a direction at right angle to the line of parapets, lane marks or edge marking.
3.3.1.2
Vehicular Live Loads (modifies BD 37/88 Clause 6) Vehicular live loads shall comply with the requirements of Clause 6 of BD 37/88, subject to the following modifications: (a) For HA Uniformly Distributed Load (UDL) a factor of 1.2 shall be applied to the uniformly distributed load specified in BD 37/88 Clause 6.2.1 as given below: (i) For loaded lengths from 2 metres up to and including 50 metres W = 1.2x336 (1/L)0.67 (ii) For loaded lengths in excess of 50 metres but less than 500 metres. W = 1.2x36 (1/L)0.1 Where L is the loaded length in metres and W is the load per metre of notional lane in kN. Table 13 of BD 37/88 is accordingly superseded by the above. (iii) (iv) For loaded lengths above 500 metres, the UDL shall be agreed with the Engineer. HA lane factors: Type HA UDL and Knife Edge Load shall be multiplied by the appropriate lane factors as follows: For application of type HA UDL and KEL, at least two lanes shall have a lane factor of 1.0 and the other lanes shall have lane factors of 0.6. Table 14 in BD 37/88 is accordingly superseded by the above. (b) HA Wheel Load
In addition to the single wheel load of 100 kN specified in BD 37/88 Clause 6.2.5, a separate load case of 2 nos. of 120 kN wheel loads
DC/3/10
placed transversely, 2m apart, shall also be considered in the design for local effects. (c) HA Longitudinal Traction or Braking force
The nominal HA longitudinal traction and braking force shall be 10 kN/m applied to an area one notional lane wide multiplied by the loaded length plus 200 kN, subject to a maximum of 800 kN. (d) HB Loading
All structures shall be designed for 45 units of HB loading (180 T). However, the HB loading shall be restricted to the centre 5m strip of the carriageway with all other lanes closed to traffic except for the following cases: (i) 45 units of HB is free to travel anywhere between the parapets along the slip roads or loops of the interchange or flyover with no other associated loadings on the structure. 45 units of HB is free to travel anywhere between the parapets for 80 metres of the main structure prior to the approach to the slip road or loop with no other associated loading on the structure.
(ii)
All structures shall also be designed for 30 units of HB loading (120T) in co-existence with the relevant HA loadings. The application of loading shall be in accordance with BD 37/88 Clause 6.4.2. Where two separate carriageways are supported on one structure, only one number of 45 units of HB loading needs to be considered at any one time. Type HA loading shall be applied to the other carriageway if the resultant load case is more onerous. (e) Collision Loads (i) Road and railway bridge and viaduct structures: The minimum height clearance of any structure above all roads shall be 5.4 metres. However, any structure having a clear height less than 5.7 metres shall be designed for collision loads on superstructures in accordance with the requirements of the United Kingdom Highways Agency Departmental Standard BD 60/94. Substructural elements, such as columns, situated within the Road Reserve or less than 4.5m from the edge of the carriageway shall be designed to withstand vehicle collision loads as specified in BD 60/94. The collision load shall be considered even if there is provision of single or double vehicular impact guard rails to these
DC/3/11
elements or even when there is no vehicular access to column positions. (ii) Pedestrians Overhead Bridges: The minimum height clearance of any structure above all roads shall be 5.4 metres. However, any structure having a clear height less than 5.7 metres shall be designed for collision loads on superstructures as follows: For bridge spans over expressways or semiexpressways, collision loads shall be in accordance with BD 60/94. For bridge spans over roadways other than expressways or semi-expressways, collision loads shall be in accordance with BD 37/88 Clause 6.8.
Where Pedestrian Overhead Bridge piers are located less than 4.5m from the edge of expressway or semiexpressway carriageways, they shall be designed for collision loads on supports in accordance with BD 60/94. Where Pedestrian Overhead Bridge piers are located less than 4.5m from the edge of other roadway carriageways, they shall be designed for collision loads on supports in accordance with BD 37/88 Clause 6.8. BD 37/88 Clause 7.2 shall not be used. The collision loads on bridge support structures shall be considered even if double vehicular impact guardrails are provided to these elements. 3.3.1.3 Pedestrian Bridge Loads (a) Pedestrian Live Load (Modifies BD 37/88 Clause 7.1.1) The nominal pedestrian live load shall be 5kN/m2 unless otherwise stated. Live load for roof structures Minimum provision of nominal live load of 0.5kN/m2 shall be provided for roof structures or future installation of roof structures over pedestrian bridges. Dead load for roof structures Minimum provision of nominal dead load of 1.0kN/m2 shall be provided for roof structure or future installation of roof structures over pedestrian bridges.
(b)
(c)
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DC/3/12
3.3.2 3.3.2.1
Loads on Underground Structures Under roadways, structures shall be designed to resist the following vehicular live loads: (a) Vehicular live load and partial surcharge as derived from the following as appropriate: (i) For depths of cover less than or equal to 600mm above top of structural roof slab level, full vehicular live loads as specified in Clause 3.3.1 above in conjunction with a uniformly distributed load of 5kN/m2. For depths of cover above top of structural roof slab in excess of 600mm, the more critical of: HA wheel load and HB loading (as specified in Clause 3.3.1 above and modified in Clauses 3.3.2.3 and 3.3.2.4 below) in conjunction with a uniformly distributed load of 5kN/m2. HB loading (as specified in Clause 3.3.1 above and modified in Clauses 3.3.2.3 and 3.3.2.4 below) in conjunction with a uniformly distributed load of 5kN/m2. HA wheel load in conjunction with a uniformly distributed load of 5kN/m2.
(ii)
(b)
Surcharge load as specified in Clause 3.4. No other loads from road vehicles need to be applied with this surcharge.
These loads shall be placed anywhere above, straddling or to the side of the structure to the extent that will give the most onerous load effect for the element of structure under consideration. 3.3.2.2 In the case of Underground Structures serving road vehicles (e.g. Vehicular underpass), vehicular live loads inside and on top of the vehicular underpass shall be assumed to co-exist with the exception that only one type HB loading will be considered for any given loading combination. Application of the HB vehicles shall be as follows: Only 45 units of type HB loading shall be considered for design of Underground Structures. The 45 units of type HB loading shall be placed anywhere inside or on top of the vehicular underpass with co-existing HA loading on that carriageway, where more onerous. HA loading shall be applied on all the other carriageways simultaneously, where more onerous. 3.3.2.4 Dispersal of loads: (a) The HA Knife Edge Load may be dispersed through the surfacing
3.3.2.3
Sept 2002
DC/3/13
and fill from the depth of 200mm below the finished road level at 1 horizontally to 2 vertically to the top of the structural slab of Underground Structures. (b) Wheel loads may be dispersed through the surfacing and fill from the finished road level at 1 horizontally to 2 vertically to the top of the structural slab of the Underground Structures.
3.3.3
Load On Temporary Works including Temporary Decking The design loading for temporary decking shall be the most onerous of the following: (a) HA Loading as given in BD 37/88. The 20% increase in HA uniformly distributed loading specified in Clause 3.3.1.2(a) is not required. 25 units of Type HB loading Loading from construction vehicles. Any limits on construction vehicle loading shall be clearly indicated on the Temporary Works drawings.
(b) (c)
No reduction in load factors or material factors shall be used. 3.4 3.4.1 SURCHARGE LOADS For all structures in locations where loads from road or rail vehicles do not apply, a live load surcharge as given below applied at finished ground level (existing or proposed ground level, whichever is higher) shall be allowed for in the design unless indicated otherwise in the Particular Specification. No additional live load needs to be applied. The loading shall be applied above, straddling or to the side of the structure to the extent that will give the most onerous effect for the structural element under consideration. (a) Temporary Works including Retaining Walls in the Temporary condition Bored Tunnels All other structures 20.0 kN/m2
(b) (c) 3.4.2 3.4.3
75.0 kN/m2 25.0 kN/m2
Where loads from road or rail vehicles do apply, the total loading shall be not less than the loading in 3.4.1 above. For structures influenced by load imposed from nearby building foundations or other structures, the self weight of the existing structure
Sept 2002
DC/3/14
with appropriate allowance for live load shall be applied as a surcharge at the foundation level of the building. The design loads shall generally be assumed to be those for which the adjacent structure was designed; but, in the absence of this information, the actual weights and imposed loads determined from the most onerous occupancy class for which the building is suitable shall be used. Where the effect of this load is less than the surcharge given in Clause 3.4.1 above, Clause 3.4.1 requirements shall govern the design. 3.4.4 Any known future works by others which may increase the loads on the structure shall be taken into account (e.g. earth filling in flood prone areas, reclamation works etc.) selectively.
3.5 3.5.1 3.5.1.1 3.5.1.2 3.5.2 3.5.2.1 3.5.2.2
SOIL AND WATER LOADS Soil Unit Weights and Earth Pressure Coefficients Refer to Chapter 5 for the bulk densities to be used for the various types of soil. Refer to Chapters 5, 6, 7 and 8 for the appropriate horizontal coefficients to be used. Water Load due to ground water pressure shall be calculated using a density of 10.00 kN/m3 and due to seawater using a density of 10.30 kN/m3. Maximum Ground Water Load shall be determined from the Design Flood Level as defined in Chapter 12. Minimum Ground Water Load shall be determined from the lowest credible groundwater level unless indicated otherwise in the Design Criteria. Maximum sea water load shall be determined based on a maximum high tide level of 102.35 RL. IMPOSED LOADS IN RAILWAY STATIONS Floor Loadings Floors within a station structure shall have the following occupancy class index.
3.5.2.3
3.6 3.6.1 3.6.1.1
Sept 2002
DC/3/15
FLOOR AREA USAGE
OCCUPANCY CLASS INDEX
(a) Floor used primarily for railway Public Assembly. purposes (e.g. platform and concourse levels) and areas accessible to public during emergency. (b) Floors used primarily for shopping or office purpose. 3.6.1.2 Retail or Offices as appropriate.
The following minimum floor live loads shall be used in the design. All floors shall be designed to carry the uniformly distributed or concentrated load, whichever produces the greatest stresses (or where critical deflection) in the part of the floor under consideration. FLOOR AREA USAGE DISTRIBUTED LOAD kN/m2 5 16 CONCENTRATED LOAD* kN 15 25
Public Assembly Areas Traction and Service Substations, Generator Room
or actual equipment weight plus 3 15
in space around equipment whichever is more onerous All Other Plant Rooms 7.5 15
or actual equipment weight plus 3 15
in space around equipment whichever is more onerous * Concentrated load shall be applied on a square area of 300mm side. Both the distributed load and the actual equipment weight shall be considered in the calculations to determine the more onerous case.
Sept 2002
DC/3/16
Where the actual equipment weight is the more onerous the maximum allowable equipment weight, co-existing distributed load and loading arrangement shall be clearly indicated on the design drawings. The loading arrangement shall show the areas over which the equipment load is applied and over which the co-existing distributed load is applied. 3.6.1.3 Notwithstanding the requirements of the Building Control Regulations 4th Schedule, BS 6399 Part 1 and Clause 3.6.1.2 above, all floors shall be designed to resist the following loads without distress or damage: (a) The total dead load of a piece of equipment at any reasonable position on the structure likely to be experienced during or after installation including consideration of access routes and method of transportation of the equipment during installation and any subsequent removal for repair. The dynamic effect due to the operation of the equipment in its designed location.
(b) 3.6.2
Escalators Approximate loads from escalators are given below. These loads shall be verified with the System-wide Contractor and adjusted accordingly before the Final Design.
3.6.2.1
Approximate size of maximum section Length6000 mm Width 1700 mm Height 2600 mm Weight 4500 kg
3.6.2.2
Loadings:
H is Rise in mm. REACTION (kg)
A (lower landing) 0.37 H + 2100 0.37 H + 2000
B (upper landing) 0.37 H + 3200 0.37 H + 3200
C (intermediate support) 1.14 H + 5800 1.14 H + 5400
Escalator Rise (mm) Above 8000 Up to 8000
0.91 H + 4500
0.91 H + 5100
Up to 6000
Sept 2002
DC/3/17
3.6.3
Lifts Lifts may be different for each station. These loads shall be co-ordinated with the relevant System-wide Contractor.
3.6.4
Cooling Tower/Water Tanks Cooling tower and water tank requirements may vary at each station. These loads shall be co-ordinated with the relevant System-wide Contractor.
3.7 3.7.1
WIND Wind on Viaducts, Bridges, Gantries and other Road Related Structures The mean hourly wind speed to be used in the design shall be 20 m/s. Other recommendations of BS 5400: Pt 2 or BD37/88 with regard to the computation of wind forces shall be closely adhered to.
3.7.2
Wind on Stations and Other Structures Wind forces on structures other than viaducts and bridges shall be determined in accordance with BS 6399 Part 2 using a basic wind speed of 20 m/s (based on hourly mean value). This shall be deemed to be that appropriate to a 120 year return period, and, accordingly, Sp in BS 6399 may be taken as 1.0.
3.7.3
Aerodynamic Effects For structures considered likely to be susceptible to aerodynamic effects, criteria for design against wind loading will be specially established, and where necessary, this behaviour shall be the subject of testing.
3.7.4 3.7.4.1
Wind Load from Fans in Underground Railway Structures These loads shall be co-ordinated with the relevant System-wide Contractor. However, for the purposes of tendering and preliminary design the following loads shall be assumed: A pressure of 3 kN/m2 shall be allowed for in the design for the operation of the tunnel ventilation fans and the underplatform exhaust fans. This pressure may be either positive or negative and shall be applied to ventilation duct ways, plenums and shafts (including fitted doors and/or access hatches).
3.7.4.2
Sept 2002
DC/3/18
3.7.4.3 3.7.4.4
A pressure drop of not less than plus or minus 0.1 kN/m2 shall be allowed for across all louvre openings. In the design of underground stations, an internal differential pressure of plus or minus 0.3 kN/m2 shall be allowed for between one room and the next and between above and below close fitting false ceilings, except for rooms used as fan rooms or air plenums where 3.7.4.2 applies. Wind Load from Trains in Below Ground Structures These loads shall be co-ordinated with the relevant System-wide Contractor. However for the purposes of tendering and preliminary design the following loads shall be assumed: Doors fitted to an air path which leads from atmosphere to a single running tunnel shall be designed using a load of plus or minus 1 kN/m2 and a cycle load of plus or minus 0.5 kN/m2 for six million cycles. The pressures are caused by the positive and negative pressures which occur when a train passes the door. The door opening/closing mechanism shall be designed to operate in the conditions stipulated in Clause 3.7.4.4. An overall pressure differential of plus or minus 2 kN/m2 and a cycle load of plus or minus 1 kN/m2 for six million cycles shall be assumed for crosspassage doors between adjacent running tunnels. The pressures are caused by the combined positive and negative pressures which occur when trains pass the door in opposite running tunnels. The door opening/closing mechanism shall be designed to operate in the conditions stipulated in Clause 3.7.4.4. An overall pressure differential of plus or minus 1 kN/m2 shall be assumed for the underground trainway including the screen door area. PARAPETS AND HANDRAILING Parapets and handrailing for road structures or for structures where road vehicle containment is appropriate shall be designed in accordance with the requirements in Chapter 9. Live loads on parapets and handrailing where vehicle containment is inappropriate shall be in accordance with the Building Control Regulations - 4th Schedule, BS 6399 Part 1, with loads as follows:
3.7.5 3.7.5.1
3.7.5.2
3.7.5.3
3.7.5.4
3.8 3.8.1
Sept 2002
DC/3/19
USE
A HORIZONTAL UDL kN/m run
A UDL APPLIED TO THE INFILL kN/m2 1.5
A POINT LOAD APPLIED TO PART OF THE INFILL kN 1.5
Balustrades & handrailing in Public assembly occupancy class*. Balustrades, handrailing & parapets in areas accessible to maintenance staff only including those along edge of railway viaducts and railway platform end stairs
3.0
0.75
1.0
0.5
* includes areas accessible to the public during emergency. 3.9 3.9.1 LIFTING FACILITIES FOR EQUIPMENT Crane Gantry Girder Loading for crane gantry girder shall be in accordance with the requirements of BS 2573. 3.9.2 3.9.2.1 Overhead Runway Beams The working load of runway beams should be determined from the maximum weight of equipment to be lifted. Design load (i.e. the nominal or characteristic load) shall be taken as 1.5x working load which includes an allowance for dynamic effects. Fixings into concrete shall be designed to have an ultimate capacity of 3x design load. Eyebolts Fixed lifting points whether for equipment installation or subsequent maintenance, or for any other lifting purposes shall be eyebolts with link or where greater capacity is required collar eyebolts as defined by BS 4278. Cast-in reinforcement bars are not acceptable for this purpose.
3.9.2.2 3.9.3
Sept 2002
DC/3/20
To give warning against impending failure, in the unlikely event of overload, eyebolts shall be designed using the following procedure to ensure that yielding would occur before brittle failure of the base material. 3.9.3.1 Eyebolt selection/design: The safe working load of eyebolts for lifting or hauling shall be determined from the maximum weight of equipment to be moved. Eyebolts shall be selected/designed in accordance with BS 4278 giving consideration to the effects of non axial loading. Proof loading, taken as 2x the safe working load, may be assumed to have included an allowance for dynamic effects. The maximum angle between the eyebolt axis and the line of application of pull shall be co-ordinated with the System-wide Contractors and clearly shown on the design drawings. Local anchorage design: The anchorage capacity (e.g. pullout or cone failure) of the eyebolt fixing into the supporting member shall be designed to resist an ultimate load of 3x safe working load. In the case of concrete beams or slabs, the fixing shall be effectively anchored to the top of the supporting members using reinforcement links designed for this ultimate load. Supporting Member design: Supporting structural elements (for example slabs, walls, beams, etc) shall be designed for a service load equal to the test load and for an ultimate design load equal to the test load multiplied by a partial safety factor for load equal to at least 1.4. For the purpose of design, the test load shall be taken as not less than 1.5x safe working load. PARTIAL SAFETY FACTORS FOR LOADS No reduction in partial safety factors from those recommended in the relevant standards shall be allowed, even where the relevant standard provides guidance on the use of reduced or alternative partial safety factors, without the explicit approval of the Authority prior to the award of tender, or unless specifically stated otherwise in the Design Criteria. For example, the reduced load factors in SS CP 65 Part 2 Table 2.1 shall not be used; rather those in Table 2.1 of SS CP 65 Part 1 shall be used. 3.11 SEISMIC LOADING No allowance for seismic loading is required.
3.9.3.2
3.9.3.3
3.9.3.4
3.10
Sept 2002
DC/3/21
Chapter 3, Appendix 1 Design Parameters for Derailment All design shall allow for the following minimum values of loads and design parameters due to derailment. The designer shall ascertain whether more onerous values are appropriate, and, if so, shall incorporate such values into the design. a) P1 P2 H1 H2 D1 D2 P3 H3 b) P1 P2 H1 H2 D1 D2 P3 H3 MRT (kN): (kN): (mm): (mm): (degrees): (degrees): (kN): (kN): LRT (kN): (kN): (mm): (mm): (degrees): (degrees): (kN): (kN): 1000 500 1100 3500 6 10 2000 550 2000 1000 1100 3500 6 10 4000 1100
Sept 2002
DC/4/1
CHAPTER 4 TRACKWORK 4.1 4.1.1 INTRODUCTION In the design of the trackwork and selection of components for the Mass Transit Rail system, the following factors shall be taken into consideration: a) b) c) d) e) f) g) h) 4.2 4.2.1 reliability and riding quality including in-car noise; minimisation and ease of maintenance; availability and cost of track materials and components at present and in the future; successful use of similar components in other transit railways; compatibility with the rolling stock and electrical and signalling systems; noise and vibration propagation to adjacent property. space constraints; track alignment.
VEHICLE DATA All information concerning the rolling stock to be used in the system will be provided by the Authority and/or the rolling stock designer. ELECTRICAL Power Return System The running rails shall serve as the return path to the rectifier unit.
4.3 4.3.1
4.3.2 4.3.3 4.3.4 4.4 4.4.1
Signalling System The signalling system will consist of audio frequency track circuits applied to the running rails. Stray Current Control System (see Chapter 14) TRACK SYSTEM Trackwork shall consist of three basic types i) ii) iii) Ballasted track on viaducts and at grade sections Slab track in tunnels and depot; Floating slab or an alternative noise and vibration attenuating track system, in tunnels.
Sept 2002
DC/4/2
4.4.2 4.4.2.1
Ballasted Track The track system for ballasted track shall be made up of medium hardwood sleepers at 700mm spacing with a rail support which conforms to internationally recognised standards. Alternative sleeper types shall be subject to the acceptance of the Authority. The rail fastening system used may be of a non-insulated type if the insulation provided by the timber sleeper is adequate, to meet the requirement of 4.5.1. Slab Track The track fastening used for the slab track shall be of an accepted international standard with track support spacing at 700mm and shall be capable of delivering a static resilience of 30kN/mm/m. It will be insulated and able to meet the requirements of clause 4.5.1. In addition, the system will provide an incremental vertical height adjustment of 14mm at each rail support. Slab track shall be selected throughout the tunnels and depot except where there is a need to protect buildings sensitive to excessive noise and vibration. Noise and Vibration attenuating track In specific areas of sensitivity to noise and vibration where the resilience characteristics of normal slab track are deemed to be insufficient a special track form shall be provided. This will be of an internationally recognised standard to the acceptance of the Authority. Level Crossing The rail fastening system used for level crossings in the depot area shall be of an insulated type in accordance with clause 4.4.3. The gap between the concrete and the rail shall be sealed with non-conductive, pre-formed elastomeric flangeway sealing section. Alternatively the rail can be supported on a site installed elastomeric compound which provides resilience under the rail, lateral support and electrical insulation between the rail and the concrete channel. Noise and Vibration Noise and vibration in buildings adjacent to the tunnels shall be predicted. This prediction shall be based on the use of slab track and shall take into account: a) b) c) d) the details of the track design; the configuration and construction of the tunnel; the ground conditions; the structural arrangement of the building;
4.4.3 4.4.3.1
4.4.3.2
4.4.4 4.4.4.1
4.4.5 4.4.5.1
4.4.5.2
4.4.6 4.4.6.1
Sept 2002
DC/4/3
e) f) g) 4.4.6.2
the mass, suspension characteristics and arrangement of the rolling stock; the design speed of the rolling stock. the operating condition of the rolling stock and the tracks
Where the predicted noise from the passage of a single train exceeds 40 dB(A) peak, the use of the building shall be determined. Uses sensitive to noise and vibration (includes residential properties) shall be high-lighted and ambient conditions measured. Acceptable noise and vibration levels in sensitive use buildings shall be agreed between the Designer and the Authority. A noise and vibration analysis shall be conducted along the proposed railway route. Where the acceptable noise and vibration level is exceeded by the use of slab track, floating slab or an alternative track form shall be installed in the tunnels for sufficient length either side of the sensitive building to reduce noise and vibration to an acceptable level. The extent of floating slab track shall be rationalised to avoid an excessive number of changes from one type of track to another. Transition lengths shall be incorporated to avoid an abrupt change from slab track to floating slab track. Space constraints The track design shall be compatible with the space provided in both tunnels and on viaducts. The civil works contractor will install a depth of concrete in the base of the tunnel (stage 1 concrete). The trackworks contractor will install all works above the stage 1 concrete. The depth of stage 2 concrete shall be determined by the Designer. Trackwork components Rail components (rails, turnouts, crossings) shall conform to UIC standards. Further details of these can be found in the Materials and Workmanship specification. Rail shall be UIC 60. They shall be inclined at 1:40 to the vertical except at switch and crossing areas where the rail shall be vertical. TRACK INSULATION In general, adequate insulation is required to prevent current leakage to the track supporting structure and for proper functioning of the signalling system. The track system shall achieve a minimum of 10 ohm-km resistance between the track and the supporting structure measured in both dry and damp conditions, with newly laid track and without any other trackside equipment or cable installation attached. The maximum rail to rail resistance when the track is dry shall not exceed 2000 ohm-km.
4.4.7 4.4.7.1 4.4.7.2
4.4.8 4.4.8.1
4.4.8.2
4.5 4.5.1
Sept 2002
DC/4/4
4.6 4.6.1 4.6.1.1
MISCELLANEOUS Cable Troughs The size, length and location requirement of the pre-cast reinforced concrete cable trough shall be determined in co-ordination with the electrical & mechanical designers. Wherever possible, cables shall be placed in cable brackets installed on the walls of the tunnels or viaducts. The trackwork designer shall detail cable troughs mainly for the cables to cross the tracks. Owing to interference with ballast tamping, the installation of cable troughs parallel to the tracks or crossing the tracks within turnouts shall be avoided as far as possible. Cable trough crossing the track shall be placed perpendicular to the track. The placing of troughs in the adjacent sleeper space is not permitted. The top surface of the trough shall be level with the top surface of the adjacent sleepers. Buffer Stops The buffer stops shall be of the sliding friction type and located at the end of the tracks. They shall be able to stop the train on impact at a deceleration rate of 0.15g for tracks where trains will be carrying passengers and 0.22g for tracks where trains will not carry passengers, with a maximum track occupancy of 12m. The considered speed for buffer stop design shall be the speed protected by the signalling system. Over-Voltage Protection Devices (OVPDs) The Over-Voltage Protection Devices shall be the self re-settable type and provided to avoid excessive contact voltages at insulated rails of track circuits and also across Insulated Rail Joint (IRJ) provided for sectionalising the traction return. The provision of these devices shall be determined in co-ordination with the signalling designer. The OVPD shall have an appropriate fusing voltage and be installed between negative return rail and signalling rail for the insulated rail section. The device provided shall be compatible with the return voltage. Reference Points and Distance Indicators Reference Points shall be placed at fixed points alongside the track and generally at 10m interval in plain line. They shall contain the following data: Distance (chainage value) Level Alignment point (BC, EC, etc) Offset (Distance to nearest gauge face of running rail) Cant Value
4.6.1.2
4.6.2 4.6.2.1
4.6.3 4.6.3.1
4.6.4 4.6.4.1
Sept 2002
DC/4/5
4.6.4.2
Distance Indicators are required at every 50 m in tunnel and at 100 m outside tunnels. These are to be manufactured from work-hardened aluminium sheets faced with high-intensity reflective film. The chainage values in black are to be superimposed on the reflective film. The plates are to be mounted on the tunnel walls and viaduct parapets. Cross-Bonding and Jumper Cables For bridging insulated sections of the running rail in order to ensure the flow of the negative return current, cross-bonding cables and jumper cables are required. The installation locations shall be co-ordinated and determined in collaboration with the Signal and Power Designers. In general, jumper cables shall be installed at all turnouts and interrupted rails on either side of the insulated sections. The method of cable connection to the running rail shall be subject to the authorities approval. Bonded Insulated Rail Joint All bonded insulated rail joints shall be factory-made and welded into the track. The insulated rail joint (IRJ) is to separate electrically two adjacent running rail sections and shall have minimum electric resistance of 1000 ohm for a thoroughly moistened joint. The location shall be determined by the Signal Designer. The joint shall be of the glued synthetic-resin type with steel fishplates and high tensile bolts and successfully installed for UIC 60 rail with a major railway system for a minimum of 5 years. Welding Rail for all main line tracks outside the limits of turnouts shall be welded into continuous strings using the electric flash-butt welding process using an on-track machine Rail within turnout limits may be welded using an accepted thermit welding process. Trap points Trap points shall be provided on all reception tracks with a downhill gradient from sidings to passenger carrying lines. They shall also be provided at all centre siding locations.
4.6.5 4.6.5.1
4.6.5.2
4.6.6 4.6.6.1 4.6.6.2
4.6.6.3
4.6.7 4.6.7.1
4.6.7.2 4.6.8 4.6.8.1
Sept 2002
DC/4/6
4.7 4.7.1 4.7.1.1
Third Rail System General The third rail system shall be of the bottom contact type in which vehiclemounted current collection shoes press upwards onto the underside of the conductor rail. The third rail shall be provided with a continuous insulating cover to protect persons from accidental contact with the third rail and protect the third rail from foreign objects falling or being thrown onto it. All fastenings shall be of stainless steel minimum grade A4-80 forging of stainless steel components shall be prohibited Conductor Rail The conductor rail shall be manufactured from a high-conductivity aluminium alloy with a stainless steel wearing face and shall be to the dimensions shown on the drawings. The stainless steel shall be joined to the aluminium by a molecular or welding process and not by mechanical means alone. The rail shall be supplied to site straight and in standard lengths. Joints in the Conductor Rail Individual lengths of conductor rail shall be rigidly connected to each other, both mechanically and electrically, using splice plates made from the same aluminium alloy as the rail. Ramps Entry and exit ramps shall be provided at turnouts and at other locations where a gap in the conductor rail is necessary. They shall also be provided at all electrical disconnecting points and changes of the third rail installation from one side of the track to the other. The ramp design should take into account the differing requirements of high and low speed train running. Conductor Rail Supports Conductor rails shall be supported at intervals which are sufficiently small to ensure that nowhere will the conductor rail deflection exceeds 6mm from the design level. Protective Cover The materials used for the protective cover shall be unplasticized polyvinyl chloride (UPVC) for use outside tunnels and glass fibre reinforced plastic (GF-RP) inside tunnels. Outside tunnels, the covers shall be resistant to degradation due to prolonged exposure to sunlight.
4.7.1.2
4.7.1.3 4.7.2 4.7.2.1
4.7.3 4.7.3.1
4.7.4 4.7.4.1
4.7.5 4.7.5.1
4.7.6 4.7.6.1
Sept 2002
DC/4/7
Exact materials specifications shall be proposed by the Contractor for acceptance by the Engineer.
Sept 2002
DC/5/1
CHAPTER 5 GEOTECHNICAL PARAMETERS 5.1 GENERAL The Geotechnical design parameters and other requirements/ information given in this chapter have been derived from various LTA projects. The Contractor shall use these together with the results of the soil investigation for the Project. For any relaxation of the minimum requirements given in this Chapter, the Contractor shall obtain the Engineer's prior approval by showing convincing data from soil investigations. 5.2 5.2.1 HYDROGEOLOGY Rainfall Mean monthly rainfall values for Singapore are given below:
Month Rainfall, mm
Jan 250
Feb 180
Mar 190
Apr 190
May 170
Jun 170
Month Rainfall, mm
Jul 170
Aug 200
Sept 180
Oct 210
Nov 250
Dec 260
5.2.2
Design Ground Water Levels In the design of underground structures, Design Ground Water Level shall be assumed to be at existing ground level or at proposed final backfill level, whichever is higher. A further factor in the design for groundwater pressure is the flooding which occurs in the river valleys. Major floods in Singapore may persist for up to a day. Therefore, underground structures constructed by cut and cover techniques could be subject to hydrostatic pressure to flood level (please refer to Chapter 3 of the Design Criteria).
Sept 2002
DC/5/2
5.3
SOIL AND ROCK CLASSIFICATION Various soils and rocks likely to be encountered have been classified into a number of "Soil and Rock Types" relating to their geological origins as shown in Table 5/1. In general, distinction between soils and rocks is rather arbitrary, especially for deeply weathering profiles. Hence for LTA Projects, the "Soil and Rock Types" classification has been adopted for all strata encountered. For rocks and their associated weathering products, a weathering grade has been assigned in accordance with the classification system proposed by the Geological Society Engineering Group Working Party in 1970 (Anon. 1970). The relationship between this weathering grade and the Soil/and Rock Type classification of Table 5/1 is shown in Table 5/2.
5.4
DESIGN PARAMETERS The design parameters have been defined in accordance with the classification system described in Table 5/1. The Design Parameters (bulk density and the coefficient of earth pressure at rest) for each soil type as summarised in Table 5/3 shall be adopted for the design. The subgrade modulus for a given soil or rock depends on the length, width and the depth of the loaded area. These factors should be considered in establishing the design subgrade modulus for each type of foundation or retaining structure. Typically, the design modulus should be established based on the elastic modulus of the loaded soil/rock by establishing the relationship between the contact pressure and the resulting settlement or deflection, using an acceptable analytical or numerical modelling. The modulus obtained from plate load tests with appropriate modifications to the scale and depth effects is also acceptable. The selection of other Design Parameters which are not given in Table 5/3 shall be derived from the site investigation carried out for the Project and from other relevant geotechnical exploration, sampling and testing. Design Parameters must be justified and submitted to the Engineer for acceptance.
Sept 2002
DC/5/3
TABLE 5/1: DESCRIPTION OF SOIL AND ROCK TYPES REFERENCE SOIL & ROCK TYPE GENERAL DESCRIPTION GEOLOGICAL FORMATION (PWD, 1976)
BEACH (Littoral)
Sandy, sometimes silty, KALLANG Littoral, with gravels, coral and possibly also part of all other members & shells. TEKONG Peats, peaty and organic clays, organic sands. Sands, silty sands, silts and clays. Predominantly granular soils including silty sands, clayey sands and sandy silts. Cohesive soils including silty clays, sandy clays and clayey silts. KALLANG Transitional, possibly part of Alluvial and Marine. KALLANG Alluvial, possibly part of all other members and TEKONG.
ESTUARINE (Transitional)
FLUVIAL (Alluvial)
F1
F2
M O S3
MARINE OLD ALLUVIUM BOULDER BED (Colluvial)
Very soft to soft blue or grey clay. Silty sand to silty clay. A colluvial deposit of boulders in a soil matrix. The matrix is typically a hard silty clay, but can be granular. The material is largely derived from the rocks and weathered rocks of the Jurong Formation.
KALLANG Marine Member. OLD ALLUVIUM
Sept 2002
DC/5/4
Table 5.1 Contd REFERENCE SOIL & ROCK TYPE GENERAL DESCRIPTION GEOLOGICAL FORMATION (PWD, 1976) JURONG Tengah, Rimau, Ayer Chawan and Queenstown Facies.
SEDIMENTARIES Sandstones, siltstones and mudstones. (Rocks & associated soils) Fresh to slightly weathered rock (Weathering Grades I and II) Moderately to highly weathered rock (Weathering Grades III & IV). Completely weathered rock or residual soil (Weathering Grades V & VI). Silty, sandy weak rock or partially indurated, very dense, predominantly granular soils. Fine grained weak rock or partially indurated, hard, cohesive soils. GRANITE (Rock and associated Residual soils) Fresh to slightly weathered rock (Weathering Grades I & II). Moderately to highly weathered rock (Weathering Grades III & IV).
S1
S2
S4
S4a
S4b
BUKIT TIMAH GRANITE
G1
Sept 2002
DC/5/5
Table 5.1 Contd REFERENCE SOIL & ROCK TYPE GENERAL DESCRIPTION Moderately to highly weathered rock (weathering Grades III & IV). Bouldery soil: Boulders of rock of variable weathering within its weathered by-product. Completely weathered rock or residual soil (Weathering Grades V & VI). GEOLOGICAL FORMATION (PWD, 1976)
G2
G3
G4
Sept 2002
DC/5/6
TABLE 5/2 : ROCK WEATHERING CLASSIFICATION (AFTER ANON, 1970)
GEOLOGICAL CLASSIFICATION
GRADE IA IB
DESIGNATION Fresh Faintly Weathered Slightly Weathered
SYMBOL F FW
DESCRIPTION No visible sign of weathering. Weathering limited to the surface of major discontinuities. Penetrative weathering developed on open discontinuity surfaces but only slight weathering of rock material. Weathering extends throughout the rock mass but the rock material is not friable. Weathering extends throughout rock mass and the rock material is friable. Rock is wholly decomposed and in a friable condition but the rock texture and structure are preserved. A soil material with the original texture, structure and mineralogy of the rock completely destroyed.
S1 & G1 II
SW
III S2 & G2 IV
Moderately Weathered
MW
Highly Weathered
HW
V S4 & G4 VI
Completely Weathered
CW
Residual Soil
RS
Sept 2002
DC/5/7
Table 5/3 - Design Parameters
Soil Type
B Bulk Density (kN/m3) E F1 F2 M O S3 S1 S2 S4 G1 G2 G3 & G4 20 Fill*
Design Parameters
19
15
20
19
16
20
22
23
22
20
24
23
19
Coefficient of Earth Pressure at Rest (K0 )
0.5
1.0
0.7
1.0
1.0
1.0
1.0
0.8
0.8
0.8
0.8
0.8
0.8
0.5
* The Fill here refers to both the top fill and the hydraulic fills.
Sept 2002
DC/5/8
5.5
SOIL AND GROUNDWATER CHEMISTRY A summary of soil and groundwater investigation results obtained from various LTA projects is given in Table 5/4 for guidance. These may be studied together with the chemical test results obtained during the soil investigation for the Project. The classification system to be adopted for the design, in relation to chemical properties of soil and groundwater, is given in Table 5/5. This shall be used in conjunction with the recommendations of BS 5328 and data from investigations at actual site locations.
5.6
SITE INVESTIGATION A site investigation may be conducted by the Contractor to justify any changes to the parameters given in Table 5/3 and Table 5/4 of this chapter as well as to obtain reliable information for an economic and safe design and to meet the tender and construction requirement. The data collected shall be of sufficient quantity and quality to enable the following analysis to be carried out where appropriate: a) Shallow and deep foundations ultimate and allowable bearing capacities of soils for shallow foundations; ultimate and allowable vertical bearing capacities for deep foundations including the evaluation of negative skin friction; ultimate and allowable lateral bearing capacities for deep foundations; settlement estimates for shallow and deep foundations; and settlement estimates for effects of dewatering.
b) Temporary and permanent retaining structures stability and deformation analyses; and evaluation of bracing or anchoring system;
c) Underground structures
Sept 2002
settlement estimates for bored tunnelling, including NATM; evaluation of methods of building protection;
DC/5/9
evaluation of methods of ground treatment; evaluation of tunnelling shield requirements; evaluation of tunnel face stability and protection; stability and deformation analyses during and after construction works; identification of areas with potential problems; and ground and structural deformation estimates for effects of dewatering, increase or decrease in stresses around the tunnels.
d) Earthworks and Soil Improvement Works effects of earthworks on ground water condition including, but not limiting to, water level, piezometric level and pore pressure changes; and settlement and time estimates for improvement works.
e) Evaluation of the chemical corrosiveness of groundwater and soils and its effect on underground structures.
Sept 2002
DC/5/11
Table 5/5 - Classification of Soil and Groundwater Corrosion Properties

SOIL SULPHATES SO3 1:1 Extract g/l 2.5<SO3 <5.0 5.0<SO3 <10 10<SO3 GROUNDWATER SO3 2:1 Extract g/l SO3 <1.0 1.0<SO3 <1.9 1.9<SO3 <3.1 3.1<SO3 <5.6 5.6<SO3 pH 6.0<pH<9.0 5.5<pH<6.0 5.0<pH<5.5 4.5<pH<5.0 pH<4.5 SULPHATES SO3 parts per 100,000 SO3 <30 30<SO3 <120 120<SO3 <250 250<SO3 <500 500<SO3 pH 6.0<pH<9.0 5.5<pH<6.0 5.0<pH<5.5 4.5<pH<5.0 pH<4.5 CHLORIDES ppm 0-100 100 - 500 500<Cl<2,000 2,000<Cl<20,000 20,000<Cl
CLASS
CLASSIFICATION
TOTAL SO3 % SO3 <0.2 0.2<SO3 <0.5 0.5<SO3 <1.0 1.0<SO3 <2.0 2.0<SO3
1 2 3 4 5
Not Aggressive Mild Moderate Severe Very Severe
Sept 2002
DC/6/1
CHAPTER 6 FOUNDATIONS, EARTHWORKS AND PERMANENT RETAINING STRUCTURES 6.1 6.1.1 INTRODUCTION General This Chapter covers the requirements for the design of foundations, earthworks and permanent retaining structures. The design of temporary retaining structures shall be in accordance with the requirements of Chapter 8. All design shall comply with BS 5400, BS 6031, BS 8002, BS 8004, BS 8006, and SS CP 65 unless otherwise modified by subsequent sections of this Chapter or unless otherwise accepted by the Engineer. In designing timber piles the requirements of SS CP7 shall be followed. The foundations, earthworks and retaining structures shall be designed for both short term and long term conditions. 6.1.2 Ground Movements Design of foundations, earthworks and retaining structures shall take into consideration all possible ground movements, ground conditions and groundwater levels. The design shall ensure that movements are within limits that can be tolerated by the Works without impairing the function, durability and aesthetic value of the Works. It shall be demonstrated that the chosen foundation system does not result in differential settlements that will have a significant influence on either the Works as a whole or on individual or groups of elements in the Works. It shall be demonstrated that the chosen foundation system or form of construction shall not result in excessive settlement of adjoining properties, structures or utilities as specified in Chapter 20. 6.1.3 Deleterious Substances in Soils Substances in soils and ground water, which are potentially deleterious to materials used in buried structures, shall be considered in the design and specification of all such structures. Buried structures shall be considered as critical elements in the selection of materials and in the specification of any protection system. Buried structures shall include but not necessarily be limited to foundations and that face of a retaining structure which is in contact with the ground.
Sept 2002
DC/6/2
6.1.4
Combining Foundation Types in a Single Structure A combination of different foundation types or systems within a single structure shall not be permitted without the prior acceptance of the Engineer.
6.2 6.2.1 6.2.1.1
DESIGN REQUIREMENTS FOR FOUNDATIONS Shallow Foundations General Shallow foundations may be used where there is a suitable bearing stratum at founding level. Where compressible or loose soil layers occur below the founding stratum, deep raft foundations or DFEs shall be used unless otherwise accepted by the Engineer.
6.2.1.2
Settlement The maximum allowable settlement of shallow foundations shall be in accordance with Section 6.3, Table 6.1.
6.2.1.3
Allowable Bearing Capacity When determining the allowable bearing capacity, a factor of safety of 3 against ultimate shear failure shall be applied to dead loads alone. This may be reduced to 2.5 when applied to dead plus live loads.
6.2.1.4
Groundwater Level The groundwater level shall be considered to be at finished ground level for assessing the allowable bearing capacity of a shallow foundation.
6.2.1.5
Influence of Adjacent Foundations Where the pressure beneath a foundation is influenced by adjacent foundations, a detailed settlement analysis must be made and the allowable bearing pressure adjusted to ensure that the maximum allowable and differential settlements are not exceeded.
6.2.1.6
Foundations on Slopes Shallow foundations shall not be designed on or near slopes unless accepted by the Engineer. Where it is acceptable the following additional analyses are required: a) b) Stability of the slope. Allowable bearing capacity of the foundation on the slope.
Sept 2002
DC/6/3
6.2.2 6.2.2.1
Deep Raft Foundations General Deep raft foundations shall include but not necessarily be limited to the base slabs of cut and cover tunnels and stations where the base slab is not wholly supported by deep foundation elements. Deep raft foundations may be used where there is a suitable bearing stratum at formation level with no compressive or loose soil layers below and when predicted settlements are acceptable to the Engineer. Where there are weak or compressible materials existing at formation level or below the bearing stratum DFEs shall be used.
6.2.2.2
Settlement The maximum allowable settlement of the raft shall be in accordance with Section 6.3, Table 6.1.
6.2.2.3
Allowable Bearing Capacity When determining the allowable bearing capacity a factor of safety of 3 against ultimate shear failure shall be applied to dead loads alone. This may be reduced to 2.5 when applied to dead plus live loads.
6.2.2.4
Methods of Analysis Settlement analyses shall be carried out by using either Finite Element or Finite Difference methods. Suitable alternative methods may be used to the acceptance of the Engineer. Where values for the subgrade modulus are used in the calculations, the values shall be confirmed by FE or FD analyses for an appropriate range of foundation geometries. In addition to elastic settlements, consideration shall be given to the potential for non-elastic settlements such as those due to creep and consolidation.
6.2.2.5
Negative Skin Friction Negative skin friction shall be considered in the design in marine soils, alluvial soils, estuarine soils, made ground and any other material that is prone to consolidation or is to be consolidated. Computation of negative skin friction shall be by effective stress analysis
Sept 2002
DC/6/4
6.2.3 6.2.3.1
Deep Foundation Elements (DFEs) General The term Deep Foundation Element (DFE) shall include all foundation elements designed to transfer loads by shaft friction and/or end bearing. These elements shall include but not be limited to piles, pile groups, diaphragm walls, barrettes, secant and contiguous bored pile walls and all other similar load bearing structures. In the event of any uncertainty as to whether or not a particular foundation type or element is covered by this definition written clarification shall be sought from the Engineer. The Engineers decision shall be final and binding. Deep foundation elements shall be used where other types of foundations are not suitable. When choosing the type of foundation consideration shall be given to the impact of noise and vibration during DFE installation and current legislation on the use of piling and other construction equipment. For cast in situ DFEs the minimum grade of concrete used shall be G30. Timber piles shall be permitted only for lightly loaded structures to the acceptance on the Engineer. In designing precast piles and pile joints, stresses arising from impact and shock from piling hammers shall be considered.
6.2.3.2
Settlement The maximum allowable foundation settlement shall be in accordance with Section 6.3, Table 6.1 Settlement calculations shall take in to account both short term and long term settlements and shall include inter alia immediate (nonrecoverable), elastic, consolidation and creep settlements both at the DFE/soil interface and within the DFE itself.
6.2.3.3
Negative Skin Friction Negative skin friction shall be considered in the design in marine soils, alluvial soils, estuarine soils, made ground and any other material that is prone to consolidation or is to be consolidated. Computation of negative skin friction shall be by effective stress analysis. Raking DFEs shall not be used in areas where negative skin friction is anticipated unless the Engineer gives prior acceptance.
Sept 2002
DC/6/5
6.2.3.4.
Working Loads The working loads of the DFE shall be the greater of: (1) Applied dead load + Negative skin friction and non-transient live load. Applied dead load + total live load.
(2) 6.2.3.5
Lateral Loads Where lateral loads are anticipated, the DFE shall satisfy the requirements given in Table 6.1. The analysis shall use p-y curve, finite element or finite difference. The use of such a method shall be subject to prior acceptance by the Engineer.
6.2.3.6.
Ultimate Bearing Capacity The size of the DFE shall be demonstrated to be sufficient to provide the required bearing capacity and meet the settlement criteria. Total stress analysis and effective stress analysis shall be carried out with the more critical of the two adopted. The overall factor of safety on working loads shall be not less than 2.5, unless otherwise accepted by the Engineer. In addition the factor of safety shall be not less than 1.5 in shaft friction alone, except in the following cases: Case a. Case b. When the DFE has been installed by driving Where there is safe man access to the base of the DFE, any loose or remoulded material is removed from the base, and the base inspected and confirmed dry before casting the concrete If the DFE is base grouted, using a proven method of base grouting to the satisfaction of the Engineer. Where the end bearing is provided by S1 or G1 rock, and toe coring is carried out to confirm the pile/rock contact for every DFE.
Case c. Case d.
If the design is based on any of these four cases, the appropriate requirements for driving, access and inspection, base grouting or toe coring must be included on the loading plan drawings. The designer may specify which of the cases is to be used, or may allow the contractor the option of selecting from two or more of these cases. The DFE design shall be verified by Preliminary Load Testing.
Sept 2002
DC/6/6
6.2.3.7.
DFE Interaction The failure of a DFE group shall be checked in settlement and in bearing capacity. The interaction between DFEs shall be assessed and considered in the calculation of the capacity and settlement based on Poulos and Davis (1) or other method accepted by the Engineer.
6.2.3.8
DFEs Acting in Tension The factor of safety against failure shall be demonstrated to be not less than 3.5 if the skin friction is derived from preliminary DFE tests carried out in compression. In addition, for driven piles the ultimate skin friction under tension shall be taken as no more than 75% of the ultimate friction measured in compression. No reduction factor is required for bored piles. Where the skin friction is derived from preliminary DFE tests with the DFE loaded in tension, then a factor of safety of 2.5 shall be used. DFE groups under tension loading shall be checked for: a) b) The sum of the uplift resistance of the individual DFEs, allowing for interaction effects. The sum of the shear resistance along the perimeter of the group and the effective weight of the soil and DFEs within the perimeter.
All structural connections shall be designed for the design tensile force with appropriate factors of safety. 6.2.3.9 Effect of Future Developments In addition to the calculated vertical and lateral loads, the designer shall allow for the effects of future developments; to do this, he shall demonstrate that the DFEs are designed to allow for movements of 15mm in any plane at the junction of the DFE and the structure. 6.2.3.10 The structural design of DFEs shall meet the following requirements: a) Pure Compressive Axial Load Concrete/reinforced concrete DFEs subject to axial load only shall be designed such that average compressive stresses across the whole section of the DFE at serviceability limit state shall not exceed 0.25 times the characteristic cube strength of concrete at any point along the DFE. The designer may propose to increase the allowable compressive stress for piles that are provided with a permanent casing, to the acceptance of the Engineer.
Sept 2002
DC/6/7
b)
Axial Load with Coexistent Lateral Load Concrete/reinforced concrete DFEs shall be checked at both the ultimate and serviceability limit states. In addition, concrete bored piles subjected to both vertical and lateral loads shall be designed such that maximum combined bending and compressive stresses at the extreme fibre, for the whole length of the pile under working load condition shall not exceed 0.3 times the characteristic cube strength of the concrete. The average combined bending and compressive stresses across the whole section shall not exceed 0.25 times the characteristic cube strength of the concrete.
c)
Pure Tensile Axial Load The safe tensile axial working load of the DFE shall be determined by multiplying the cross-sectional area of steel reinforcement with the permissible tensile stress in high yield steel reinforcement. The permissible tensile stress under working load condition (serviceability limit states) shall be 130N/mm2 for deformed, type 2, grade 460 bars. The DFE shall be reinforced to the depth necessary to mobilise the required ultimate skin friction capacity in tension. Laps shall be avoided wherever possible. Where laps are necessary they shall be full strength laps assuming the reinforcement is working at the ultimate limit state at full design strength (i.e. characteristic strength of reinforcement divided by the partial safety factor for reinforcement).
d)
The durability assessment shall demonstrate how the durability of DFEs will be achieved over the design life of the structure. The minimum condition of exposure per SS CP 65 Table 3.2 shall be taken as severe, except where more onerous conditions are required elsewhere (such as in Chapter 8). Particular consideration shall be given to: Where the DFE is in tension in any area that is in direct contact with fill or made ground Where the DFE is subject to wetting and drying cycles due to fluctuating water levels The chemistry of the ground and water around the DFEs.
Where the durability assessment demonstrates that durability of the DFE is of concern, then suitable measures shall be taken to improve the durability. Measures to be considered would include one or more of: sacrificial concrete, sacrificial outer casing, protection to the reinforcement, cathodic protection, or other suitable measures
Sept 2002
DC/6/8
6.3
SETTLEMENT/HEAVE In the following section, the limits given for settlement and differential settlement shall also be complied with in terms of heave and differential heave.
6.3.1
General The maximum allowable foundation settlement shall be in accordance with Table 6.1.
Foundation Type Maximum Allowable Settlement Total Differential Short Term Long Term Short Term Long Term 20mm* 20mm* 1:1000* 1:1000*
Shallow
Deep Raft
20mm*
20mm*
1:1000*
1:1000*
Deep Foundation Element
15mm
25mm
1:1000
1:1000
Laterally Loaded DFEs

(Maximum Allowable Deflections) Horizontal
15mm
25mm
1:1000
1:1000
Table 6.1: Maximum Allowable Settlements and Differential Settlements
6.3.2.
Settlement shall be the settlement occurring from the time at which the base slab is cast and shall be measured at the structural surface of the base slab. Where the limits in Table 6.1 are marked with an asterisk (*), these limits may be exceeded if it is demonstrated that the structure is designed for the movements to which it will be subjected and, where appropriate, the limits on track or road movements given below. Where the foundations provide support to structures carrying railway track, the maximum anticipated settlement and differential settlement of the railway track shall be calculated. The settlement calculation shall include the effects of all anticipated loads and effects occurring after the track has been laid. These shall include (but not be limited to): live loads, any dead loads not applied prior to track laying, groundwater recovery, negative skin friction, known future development loads (including dewatering during such developments), creep of the material forming the foundation, and creep and/or consolidation of the founding strata. The design shall ensure that the settlement of the track under these loads and effects does not exceed 15mm and that differential settlement of the track or its plinth does not exceed 1:1000 in any plane.
6.3.3
6.3.4
Sept 2002
DC/6/9
6.3.5
Where the foundations provide support to a road, or structures carrying a road, the maximum anticipated settlement and differential settlement of the road shall be calculated. The design shall ensure that the settlement and differential settlement do not adversely affect the function of and maintenance requirements for the road. Consideration shall be given to all aspects of the road, including, but not limited to: the road pavement, drains, sumps, ancillary structures, mechanical and electrical plant, cabling and services. The assumptions with respect to backfill and recovery of the water table level before the track is laid in order that the limits on track movement can be met shall be justified, shall take account of the programme key dates at the time of design, and shall be stated on the drawings. Settlement is measured at any location along the track as the change of the level of the track (where the track level is taken as the mean level of the two rails). Differential settlement is measured in two directions, as follows: Perpendicular to the track - 1:1000 between the rail heads measured as the difference in the change of levels between the two rails (mm) at that location divided by a nominal gauge of 1435 mm Parallel to the track - 1:1000 between any two points 3 metres apart, measured as the difference in the change of levels between the two points (mm) divided by 3000 mm. Short-term settlement shall consist of immediate non-recoverable settlement, elastic settlement and consolidation settlement which occurs between the date of casting and the date of Substantial Completion of that part of the works. Long-term settlement shall consist of immediate non-recoverable settlements, elastic settlements, consolidation settlement from the date of casting to the end of the design life and creep settlements from the date of casting to the end of the design life. For lateral loading maximum allowable deflections shall be calculated at pile cut-off level. DEBONDING OF PILES AND DEEP FOUNDATIONS Where the Contract requires the DFEs to support loads from adjacent structures then the permanent works shall be designed for the loads imposed by the DFEs unless the DFEs are debonded such that there is no load transfer. If it is chosen to design the permanent works for the imposed load from the DFEs, then it is required that the assumptions for load transfer along the length and at the base of the DFEs are verified by means of
6.3.6
6.3.7
6.3.8
6.3.9
6.3.10 6.4. 6.4.1
6.4.2
Sept 2002
DC/6/10
instrumented load tests. The instrumented load tests must be carried out before the design of the affected permanent works is finalised. The number of instrumented load tests must be sufficient to provide information for all of the types of DFEs and in all of the ground conditions present. 6.4.3 Any imposed loads from the DFEs shall be additional to the loads and surcharges defined in Chapter 3 and elsewhere in this document. The option to design the permanent works for the imposed loads (rather than debonding), which is identified in Clause 6.4.1, applies only in cases where the DFEs and the permanent works are being designed and constructed under the same Contract. LOAD TESTING General The designer shall specify the number and type of load tests in accordance with the requirements given in Table 6.2. The number and type of tests shall be indicated on the Drawings. The Ultimate Limit State (ULS) criterion for a preliminary load test is when the settlement of the pile head has exceeded 10% of the pile diameter. The designer shall establish Serviceability Limit State (SLS) criteria at 1 and 1.5 times the working load. The designer shall also establish an allowable residual settlement upon final release of test load. These criteria shall be calculated to be consistent with the whole foundation system meeting the settlement requirements under Clause 6.3, and shall be used as the criteria for assessing load tests. These criteria shall be stated on the Drawings Similar SLS criterion shall also be established for laterally loaded and tension DFEs. For guidance, some typical failure criteria are given below. The maximum settlement figures may be increased by 2.2% for every metre length of DFE beyond 30 metres. Use of alternative criteria shall be to the acceptance of the Engineer. For Bored Piles a) The maximum settlement at working load (second cycle) exceeds 7 mm. b) The maximum settlement at 150% working load exceeds 14 mm.
6.4.4
6.5 6.5.1.
Sept 2002
DC/6/11
For Driven Piles a) The maximum settlement at working load (second cycle) exceeds 9 mm. b) The maximum settlement at 150% working load exceeds 20 mm. For all DFEs a) Failure of the DFE materials (due to defects in the DFEs). b) Failure of concrete to reach the design compressive strength. c) The residual settlement upon the final release of the load exceeds 5 mm. 6.5.2 Preliminary Load Tests a) Test Loads The target for the preliminary load testing is to achieve the ULS criterion. b) Dimensions for Preliminary Load Tests of DFEs Preliminary load tests on piles can be considered representative for working piles up to twice the diameter of the preliminary test piles, provided that they are installed in similar ground conditions. For the load testing of barrettes and diaphragm wall, the contractor may propose the testing of piles in place of the barrettes or diaphragm wall. However, the contractor must ensure that the diameter of the pile is at least equal to the minimum dimension of the diaphragm wall or barrette and that the method of construction for the pile is as similar as possible to the diaphragm wall or barrette construction. c) Ground Conditions Preliminary test DFEs shall be installed in ground similar to that where the working DFEs are to be installed. 6.5.3 6.5.3.1 Working Load Tests Test Loads The test loads in a Working Load Test shall be 150% of the working load of the DFEs. 6.5.3.2 Failure of Working Load Testing A DFE is considered to have failed a loading test if it does not comply with either of the SLS criteria. Where a pile fails the test the contractor
Sept 2002
DC/6/12
shall install suitable piles. If, in the opinion of the Engineer, it is impracticable or inadvisable to install substitute piles in place of a failed pile, the Contractor shall submit proposals to rectify the defect. The proposal is subject to the acceptance of the Engineer. Where a DFE fails the working load test, the Contractor shall carry out two additional working load tests. The Engineer shall select the piles for these tests. Working load tests shall be in the direction of the design load; i.e., Piles where the major load is in tension shall be tested in tension. 6.5.4 Quantity of Testing The values in Table 6.2 represent the Authoritys minimum requirement for DFE testing For the purpose of establishing the number of tests required the percentages given in Table 6.2 relate to the total number of working DFEs on a contract. Calculations of the number of tests as a percentage of the total number of DFEs shall be made to one decimal place. If the result is not a whole number then the value shall be rounded up to the nearest whole number: e.g., if 137 working piles were installed the requirement would be for 3 working load tests. Where more than 300 piles are installed in consistent ground conditions, using similar methods, on a single contract by the same piling contractor then the number of DPT, Sonic Coring, Sonic Logging and Low Strain tests can be reduced on the following basis: For the first 300 piles, the percentage shall be as shown in the Table 6.2. For piles in excess of the first 300, the percentage tested may be reduced to half of that shown in the Table 6.2 for the relevant tests. 6.5.5 Selection of DFEs for testing DFEs to be tested shall be proposed for the acceptance of the Engineer. Piles for testing shall be selected after they have been constructed unless the method of testing requires the piles to be preselected. 6.6 6.6.1 PERMANENT GRAVITY AND CANTILEVER RETAINING WALLS Lateral Earth Pressures In computing the lateral pressure of the retained earth, the appropriate coefficient of earth pressure shall be used. For cohesive soils, the total design pressure shall not be less than that of an equivalent height of water pressure.
Sept 2002
DC/6/13
6.6.2
Water Pressure Full water pressure must be considered in the design notwithstanding that weep holes are provided.
Type of Deep Foundation Element
Type of Test
Bored Piles 1800mm 2 numbers or 0.5% whichever is greater 2 numbers or 1.5% whichever is greater 3 numbers or 3.0% whichever is greater
Bored Piles > 1800mm 2 numbers or 0.5% whichever is greater 2 numbers or 2% whichever is greater 5 numbers or 5.0% whichever is greater
Barrettes
Preliminary Load Working Load (including Horizontal and Tension) DPT
2 numbers or 1.0% which ever is greater
Load Bearing Secant Piled Walls 2 numbers or 1.0% whichever is greater
Load Bearing Diaphragm Walls 1 in every 400m
Driven Piles 2 numbers or 0.5% whichever is greater 2 numbers or 1.0% whichever is greater
5 numbers or 5.0% which ever is greater
_ 3 numbers or 3.0% which ever is greater
PDA & CAPWAP
Sonic Coring
2 numbers or 0.5% whichever is greater 2 numbers or 1.0% whichever is greater 2 numbers or 2.0% whichever is greater
2 numbers or 0.5% whichever is greater 2 numbers or 1.0% which ever is greater 2 numbers or 2.0% whichever is greater
2 numbers or 0.5% which ever is greater 2 numbers or 0.5% which ever is greater
2 numbers or 0.5% whichever is greater 2 numbers or 0.5% whichever is greater
1 in every 30 panels _
Sonic Logging
_ 3 numbers or 3.0% whichever is greater
Low Strain
Table 6.2: Minimum Requirements for Testing of Deep Foundation Elements Note: When the Factor of Safety under the design load (including NSF) is greater than 5, no load testing is required.
DPT = Dynamic Pile Testing PDA = Pile Dynamic Analysis
Sept 2002
DC/6/14
6.6.3
Factors of Safety A factor of safety of 2 shall be applied to the passive coefficient of earth pressure. Contribution of passive resistance of the top 1500 mm of the ground in front of wall shall be ignored. The overall stability of the retaining wall shall be checked to comply with the following: (i) (ii) (iii) A minimum factor of safety of 1.5 against sliding A minimum factor of safety of 2 against overturning A minimum factor of safety of 1.5 against overall failure.
6.6.4
Use of DFEs for Retaining Structure Foundations If the base pressure exceeds the allowable soil bearing capacity, or if the base pressure is such as to produce excessive differential settlement then walls shall be founded on DFEs. Where DFEs are used, the interface friction angle between the base of the wall and the underlying soil shall be taken as zero.
6.6.5
Settlement and Deflections The design shall include an assessment of the deflections of the retaining structure. The design shall also include estimates of settlement of the retaining structure, any fill and the retained and underlying soil. The design shall demonstrate that the anticipated settlement and deflection will not cause damage to the retaining wall or to adjacent structures or utilities.
6.6.6 6.6.7
The design shall allow for the lateral loads imposed on the structure due to the action of compaction plant. Seepage Where appropriate seepage around or under the structure shall be considered when calculating the earth pressures generated on both sides of the retaining structure.
6.6.8
Where retaining walls form part of a depressed ramp intended to exclude water (for road or rail) then structural design shall comply with Chapter 8. They shall otherwise be designed to meet the requirements of Chapter 9.
Sept 2002
DC/6/15
6.7 6.7.1
EARTHWORKS General For the design of slopes, the effects of ground deterioration due to local climatic conditions shall be considered in the analysis. The steepest unreinforced permanent slope allowed shall be 2.0 horizontal to 1.0 vertical, unless otherwise accepted by the Engineer. For drainage, open concrete-lined channel should be used whenever possible. The design shall demonstrate that all short term and long term behaviour of the soils shall not in any way affect the functional and aesthetic value of all earthworks. The design shall allow for all planned excavations at the toes of the slopes including the construction of drains in addition to the allowance for unplanned excavation as required in BS 8002.
6.7.2
Factor of Safety The minimum factor of safety for the stability of all earthwork and cut slopes shall be 1.5. For temporary slopes where the analysis is carried out using effective stresses with full consideration of seepage, and a failure would not affect the safety of any person, structure or utilities, a factor of safety of 1.2 may be used.
6.7.3
Embankment for Railway Tracks Where embankments are required for railway tracks, the design shall ensure that the differential settlement shall be kept a minimum. Differential settlements after track installation shall be less than 1:1000 per year. The design shall include clearing and grubbing, scarifying, benching, toe keys, ditches and drainage as required. Provision shall be made for prevention of erosion of slopes.
6.7.4
Soil Improvement Soil Improvement methods may be included either singly or as a combination of methods in the design. Pilot areas of soil improvement as agreed with the Engineer shall be carried out to verify the design prior to the commencement of the main soil improvement work. Consideration of proprietary methods of soil improvement will be allowed in the design.
Sept 2002
DC/6/16
6.7.5
Drainage Provision shall be made in the design for an adequate drainage system that incorporates sufficient capacity for the design rainfall run-off. The Contractor shall provide calculations for the anticipated volume of runoff. The Contractor shall provide calculations to demonstrate the pump capacity required to keep the works free of water. The Contractor shall also provide drawings showing the drainage system. Notwithstanding the requirements of the relevant standards, consideration shall be given to ensure the long-term performance of the drainage system under local conditions.
6.7.6
Non-Suspended Apron Structures and Services The Contractor shall provide calculations to show that settlements of non-suspended apron structures and services are within the limits that shall not in anyway affect the function, durability, and aesthetic value of such structures and services. Where the apron structures and services are over compressible materials i.e., Marine Clays, Estuarine Clays and are adjacent to structures on DEFs or deep rafts, then the contractor shall provide details to ensure that no damage occurs in the event that differential settlements occur.
6.8 6.8.1
TRANSITION SLABS General To provide a smooth transition from at-grade sections to elevated sections, at-grade separation structures, tunnels or U-Sections of tunnel approaches, a transition slab shall be provided. The transition slab shall meet the following requirements for road and rail structures.
6.8.2
Transition Slab for Roadways The transition slab shall be of a length such that in the period between its completion (as determined by the Engineer) and the end of the Maintenance Period, the change in its gradient must not exceed 0.25% but in any event its length shall not be less than 20m. If necessary, ground improvement works shall be specified in conjunction with the approach slab.
6.8.3 6.8.3.1
Transition Slab for Railways Design calculations shall be carried out to estimate the anticipated settlements and rotations of transition slabs and it shall be shown that
Sept 2002
DC/6/17
these movements shall not in anyway affect the performance of the railway line. 6.8.3.2 The length of transition slab shall be calculated and in no case be less than 6 metres nor less than that given by the following: L = 1.5 H tan (45 - ) Where L = minimum length of transition slab from centre of slab support. H = vertical distance from bottom of slab to bottom of abutment. = Angle of internal friction of backfill beneath slab, in degrees. 6.8.3.3 The transition slab shall be designed assuming that it receives no support from the backfill for a distance not less than 4 metres nor less than H tan (45 - 0.5 ) from the back of the abutment. USE OF FINITE ELEMENT OR FINITE DIFFERENCE MODELLING TECHNIQUES Design Requirements For each type of FE or FD model used, the designer shall perform at least one design check using limit equilibrium techniques to verify the design approach and validate the results. The designer shall demonstrate that these checks satisfy both the serviceability and ultimate limit state design requirements in accordance with the design requirements. 6.9.2 6.9.2.1 Modelling Requirements Assumptions and Limitations All assumptions made during the modelling works shall be clearly stated. The limitations of the FE or FD programs shall also be highlighted. 6.9.2.2 Design Parameters The design parameters used shall be clearly stated. Where design parameters have not been measured directly from field-testing, i.e., Bulk and Shear Modulus, a clear explanation must be given to justify the values used.
6.9. 6.9.1
Sept 2002
DC/6/18
6.9.2.3
Selection of an Appropriate Constitutive Model The failure criteria of the soil model used must be clearly identified, together with a justification for their use. The influence of the model type on the design shall be assessed.
6.9.2.4
Boundary Conditions It shall be demonstrated that the boundary conditions do not influence the results of the program.
6.9.2.5
Construction Sequence Evidence shall be provided to demonstrate a staged approach to the modelling. The initial equilibrium conditions for a model shall be demonstrated. The rate of convergence and the final out-of-balance forces at each stage of the construction sequence shall also be provided.
6.9.2.6
Structural Elements Where structural elements have been used within a FE or FD model, their material properties, connection details and a justification for their use shall be provided.
6.9.3
Sensitivity Analysis A sensitivity analysis shall be performed and submitted as part of the design to demonstrate that the design and the model are not unduly sensitive to variations in any of the input parameters such as soil strength or soil stiffness. It shall also be demonstrated that the model is not unduly sensitive to any other variable for which assumptions are made within the FE or FD model.
6.9.4
Submission of Results The submission shall include, inter alia, clearly annotated printout of the code used for the FE or FD model, input files and plots showing the rate of convergence and final out of balance forces for each model. The results of the analyses shall be presented in a clear, concise format. An outline format shall be submitted to the Engineer for acceptance before any design submissions are made. If necessary the format shall be revised during the design phase to ensure that the results of the analyses can be presented in a fashion which is clear and easily reviewed.
Sept 2002
DC/6/19
References 1. Poulos, H.G and Davies, E.H. (1980). Pile Foundation Analysis and Design. John Wiley, New York, New York.
Sept 2002
DC/7/1
CHAPTER 7 BORED TUNNELS AND RELATED WORKS 7.1 7.1.1 GENERAL PRINCIPLES The Contractor shall ensure that his design of (Design and Build Contract) or modification to (Engineers Design) the tunnel linings is fully compatible with his proposed method for the construction of the tunnel. This construction method shall be to the acceptance of the Engineer. The design of the tunnel linings shall take into account the required life span, the proposed use, the ground conditions, proximity of the tunnels one to another, the sequence and timing of construction and the proximity of adjacent structures. Where appropriate for economy, the Contractor shall determine different lining designs for different ground conditions, depths and methods of construction within the Contract. In respect of durability the requirements given below shall be regarded as minimum and shall not relieve the designer the responsibility to assess the durability of the lining. If found necessary, more onerous requirements shall be specified in the design and on the drawings to ensure that the durability objectives in Chapter 1 are met. TUNNEL SIZE The tunnel shall be of sufficient size to accommodate the following: (a) (b) (c) (d) (e) (f) (g) (h) Structure gauge with full allowance for the maximum cant, centre overhang and end throw. Rails supported on either plain slab track or floating slab track. Drainage channels and pipes. Traction supply. Walkway and walkway envelope. Signalling and equipment. telecommunication cabling brackets and
7.1.2
7.1.3
7.1.4
7.2 7.2.1
Power supply and control cabling, brackets and equipment. Dry riser firemain with hydrants.
Sept 2002
DC/7/2
(i) (j) (k) 7.2.2
Lighting. Pumping main. All construction and survey tolerances.
The theoretical size of tunnel diameter is defined in the Particular Specification. This size will provide an adequate blockage ratio to satisfactorily minimise the piston effect of the trains. In addition, a minimum space of 100 mm all around shall be provided in the design to accommodate: The construction tolerances given in the Materials workmanship Specification. The deformations of the tunnel section under design load. Future movements (for example, due to development). and
Thus, the minimum constructed internal tunnel diameter shall be the theoretical size plus 200mm. 7.2.3 If a horseshoe-shaped tunnel is selected, it shall provide the same blockage ratio as a circular tunnel with a diameter as specified in the Particular Specification. In addition, the Contractor shall allow a minimum space of 100 mm all around as in Clause 7.2.2 above. TUNNELS IN SOFT GROUND Definition of Soft Ground Soft ground shall include all grounds except G1 and S1 (see Chapter 5). 7.3.2 Design Method The Contractor shall use a design method for the analyses of the bored tunnel linings in soft ground which shall take into account the interaction between the lining and the ground, the deflection of the lining and the re-distribution of the loading dependent upon the relative flexibility of the lining and compressibility of the ground. Acceptable methods for homogeneous soil formations include: (a) (b) (c) Continuum model by AM Muir Wood(1) combined with discussion by DJ Curtis(2) Bedded beam model as Duddeck and Erdmann(3) Finite element
7.3 7.3.1
Where stratified conditions occur finite element modelling may be necessary.
Sept 2002
DC/7/3
Due account shall be taken of the degree of flexibility of the linings to be used in the soft marine clays and fluvial deposits. The flexibility may have to be reduced in order to maintain acceptable values for the deflection of the lining. For the very soft marine clays and fluvial deposits, the shear between the lining and the ground will be small and need not be taken into account in the analysis. The following load combinations, with the value of vertical overburden pressures as indicated, shall be used to identify the design envelopes of lining stress resultants (bending moments, axial forces, etc.) at both the ultimate and serviceability limit states. (a) (b) (c) Full ground overburden pressure using water table at lowest credible level together with (where more onerous) live load surcharge Full ground overburden pressure using ground water table at finished Ground Level together with (where more onerous) live load surcharge Full ground overburden pressure using Maximum Ground Water Load (refer to Chapter 3)
Where any other more onerous load combinations are appropriate, these shall be identified and used. In determining the design envelope of stress resultants, the critical load combinations shall include, for the ultimate limit states only, the additional effects of a load case for the distortion of the tunnel crosssection of +/-15 mm on any radius caused by potential future development. 7.3.3 7.3.3.1 Flotation and Heave Where the bored tunnels are relatively shallow, they shall be checked for the possibility of flotation due to differential water pressure by the following method:
Fig. 7.1
Sept 2002
DC/7/4
Uplift U = w D2 - W 4 where w = specific weight of water W = self weight of tunnel (See Clause 7.3.3.4 below) D = outside diameter of tunnel Restraining Force R = D (hw + D - D ) 2 8 + b D (H - hw) + 2S (H + D ) 2 where = submerged weight of soil b = bulk weight of soil S = average shear resistance along a-a' = cu for cohesive soils = Ko (H + D/2) tan for cohesionless soils In the above equations for uplift and restraining force, a partial safety factor of 2.0 shall be applied to the average shear resistance of the ground along the planes of failure, and a partial safety factor of 1.15 shall be applied to the average weight of ground above the tunnel, with the exception of soil type E (Estuarine) to which a partial safety factor of 1.35 shall be applied. The resultant overall factor of safety R/U shall be not less than 1.2. 7.3.3.2 The relatively shallow bored tunnels in clay shall also be checked for the possibility of heave due to shear failure of the ground at tunnel invert level by the following method derived from the base heave analysis after Bjerrum and Eide (4). For the general case:
Fig. 7.2
Sept 2002
DC/7/5
F = Nc Cu + 2 S(H - D/2 - he)/D____ 0.25 ( b1 D) - W/D + q + b2 he where F = overall factor of safety Nc = bearing capacity factor (see fig. 7.3) Cu = average shear strength of soil in the zone of the tunnel invert. b1 = average bulk density of soil in zone of tunnel. b2 = average bulk density of soil over depth he. H = depth to tunnel invert from normal ground surface. he = depth of excavation above tunnel (if any) q = surcharge at ground level beside tunnel = 22.5 kN/m W = self weight of tunnel (see Clause 7.3.3.4 below) D = external diameter of tunnel. S = average Cu along a - a' In the above equation, a partial safety factor of 2.0 shall be applied to the shear strength of the soil and a partial safety factor of 1.15 shall be applied to the bulk density of the soil, with the exception of soil type E to which a partial safety factor of 1.35 shall be applied. The overall factor of safety shall be not less than 1.0 when surcharge q is applied nor less than 1.2 when surcharge q is not considered.
Nc
9 8 7 6 5 4 3 0 1 2 3 4 5
Circular or square B/L = 1.0
Infinitely long B/L = 0.0
H/B
Fig. 7.3
Bearing Capacity Factor
Note: Nc rectangular = (0.84 + 0.16 D/L) Nc square where L = length of structure being considered. 7.3.3.3 Deeper tunnels in the very soft clays shall be checked for possible heave where the ground itself produces an uplift force. This check shall be in addition to the checks required under Clause 7.3.3.1 and 7.3.3.2 above and shall be carried out according to the following method:
Sept 2002
DC/7/6
Fig. 7.4 Uplift U = b D - W 4 Restraining Force R = D. Nc . Cu where, by analogy with foundations: Nc = 8.25 (after Meyerhoff [5]) b shall be determined as the average value obtained from the site investigation occurring at the tunnel horizon, i.e. over the range of depth from tunnel crown to invert. Cu shall be the design value corresponding to the depth of the tunnel axis. Partial safety factors shall be applied in accordance with Clause 7.3.3.1 above. The overall factor of safety R/U shall be not less than 1.0. 7.3.3.4 In all checking for flotation and heave the self weight of the tunnel shall include only the weight of the lining and of the first stage track concrete and shall have a partial factor of safety of 1.05 applied to it. Longitudinal Stiffness The Contractors attention is drawn to the fact that modulus of subgrade reaction of the soft clays that will be encountered in the invert of the tunnel may be so low that excessive deflections of the lining will occur under train loadings unless the lining has adequate longitudinal stiffness to distribute the concentrated axle loadings. The Contractor shall carry out a detail analysis of this problem and ensure that the following slope and deflection criterion are not exceeded under train loadings:Slope Deflection 1:2000 3 mm.
7.3.4 7.3.4.1
Sept 2002
DC/7/7
In carrying out the analysis due account of the cyclic nature of the loadings shall be made and stress levels established to ensure that the fatigue life of the structure exceeds the specified design life. 7.3.4.2 An analysis of long term movements of the tunnel shall be carried out to ensure that the tolerances and adjustment limits of the track are not exceeded. These are: Max. allowable change in grade Max. adjustment to track: 1 : 1000 The lining designer shall refer to the Particular specification and liaise with the trackwork designer to establish the limit of movement incorporated in the trackwork design, and shall ensure that this limit is not exceeded.
Special attention shall be made to the junction between tunnel and station and at abrupt changes of ground conditions. The long term movements shall include for all future construction above and adjacent to the tunnels shown on the Authoritys Drawings. 7.4 7.4.1 TUNNELS IN ROCK Definition of Rock Rock shall include grounds G1 and S1 (see Chapter 5). 7.4.2 Design Method The Contractor shall use a design method for the analysis of the bored tunnel linings in rock which shall take into account the varying types of material to be encountered. The Contractor shall consider methods of construction appropriate to these rock types and shall limit the shape, length, depth and width of excavations to suit the material encountered. In the evaluation of the design rock loads for both the primary and final tunnel linings, due account shall be taken of the proposed method of construction.
Sept 2002
DC/7/8
7.5 7.5.1 7.5.1.1
SEGMENTAL LINING DESIGN General Segmental bored running tunnel linings shall be in precast concrete with concrete grade at least 60 N/mm. With respect to durability, segmental bored running tunnel linings shall be considered as critical elements. The chloride diffusion rate of the concrete (without any surface coating) shall be no more than 1000 Coulomb measured in accordance with ASTM C1202. Additives can be used in concrete mix to reduce the chloride diffusion rate. Except where a segmental tunnel is used in rock, the design shall conform to Section 7.3.2. The out-of-balance parameters for the distortional loading on the linings shall take account of the relative speed of reloading of the horizontal and vertical ground pressures and, in the case of shallow tunnels, the ability of the ground above the tunnel to generate sufficient passive resistance to maintain stability of the lining. The design of the segmental lining shall satisfy the following distortional loading coefficients (K), which are the ratio of horizontal soil pressure to vertical pressure prior to lining deformation: Soil Type E, M, F2 B, O, G3, G4, F1 S4, S4a, S4b S2, S3, G2 K 0.75 0.5 0.4 0.3
7.5.1.2 7.5.1.3
7.5.1.4
7.5.1.5
The Contractor shall take into account, inter alia, of the following when considering the design of lining:i) The width of segment shall suit the method of construction and shall not be so large that part shoving of the shield becomes a necessity. The width of segment shall be consistent with the capacity of the circle bolting arrangements to withstand any shear forces induced in linings built with staggered joints. The stiffness of the lining shall be compatible with the deflection limitations in accordance with Clause 7.5.2. The length of segment shall be chosen with regard to bending stresses during handling and erection and the long term stresses due to deflection and thrust.
ii)
iii) iv)
Sept 2002
DC/7/9
v) vi) vii) viii) ix)
Stresses induced by manufacturing and building tolerances including birdsmouthing of longitudinal joints. Stresses induced by handling, erection and jacking forward of the tunnelling shield. Stresses induced by grouting. All metal fixings/reinforcement/inserts shall be detailed such that no electrical continuity will exist across the circle joints. A minimum nominal cover of 40 mm to all reinforcing bars shall be provided, except only at bolt holes where, provided a plastic sheath is cast in, a reduced cover of 25mm is acceptable.
7.5.1.6
Precast concrete segmental lining shall be designed as short columns in accordance with SS CP 65. The following requirements shall also be met: At the ultimate limit state, a load factor of 1.4 shall be applied to all ground loads including water pressure, and a load factor of 1.6 shall be applied to all live loads including surcharge. At the serviceability limit state, the calculated maximum crackwidth shall not exceed 0.2 mm. For this check the imposed load shall include the surcharge load in Chapter 3 (except where this gives a beneficial effect). The design checks for crack-width shall comply with SS CP 73. In respect of containment of compression reinforcement, the requirements of SS CP 65 Clauses 3.12.7.1 and 3.12.7.2 for columns shall apply. However as an alternative where mesh is used to enhance the behaviour under fire, the number of restraining link bars may be reduced by 50%, but to a spacing along the bars being restrained of not more than 300mm. The design of the segments shall allow for all temporary loads during handling and erection. The design assumptions shall be reviewed once these loads have been finalised, and the segment design amended as necessary.
7.5.1.7
With regard to Clause 7.5.1.5(v) above, the Contractor's attention is drawn to the inter-relationship between the tolerances on plane of the lining, steps between the edges of segments and the ability of the segmental lining to carry shield jacking loads without cracking. The Contractor shall analyse the loadings in the segments arising from the shield jacks and establish suitable tolerances on these parameters to ensure that the segments remain uncracked.
Sept 2002
DC/7/10
7.5.1.8
The Contractor shall allow in his design for eccentricities of thrust between adjacent segments arising from the following factors:(a) building errors such as: lack of circularity. steps between segments. out of plane of circumferential joint. - see M & W Specification for allowable tolerances. Casting inaccuracies - see M & W specification for allowable tolerances. Rotation under load The Contractor shall calculate the rotation produced at each joint between segments as the lining deflects under load. The resultant eccentricity in the point of contact between segments from all these factors shall be calculated from the joint geometry.
(b) (c)
7.5.1.9
Where staggered longitudinal joints are used no increase in lining flexibility will be permitted in the design due to longitudinal joint rotations, except that when checking the load combination of additional distortional movement of +/-15mm on any radius, the reduction in lining stiffness recommended by AM Muir Wood(1) may be adopted. Permissible tensile stresses in concrete shall be determined in a similar manner to compression stresses. Deflections The maximum deflection due to the design load shall not exceed 25 mm on radius. The degree of flexibility of the lining shall be designed to ensure that this limit is not exceeded. If an arrangement of staggered longitudinal joints is adopted, the increased stiffness of the lining may induce shear across the circumferential flanges. The effect of this, in particular the shear on the circle joint connections, shall be investigated.
7.5.1.10 7.5.2
7.5.3
Waterproofing A high standard of waterproofing of bored tunnel linings will be required. Groundwater leakage rates shall not exceed a general value of 2 millilitres/m2 of lining area/hour. For any 10 metre length of tunnel the leakage rate shall not exceed 5 millilitres/m/h.
Sept 2002
DC/7/11
The design shall incorporate suitable methods of waterproofing. This shall include the use of the following throughout the segmental tunnel lining: a) A water sealing system consisting of either an elastomeric gasket and a separate hydrophilic sealing strip or a single composite gasket consisting of an elastomeric carrier and hydrophilic facing material. The system shall be designed, tested and installed to the acceptance of the Engineer. Unless otherwise accepted by the Engineer, the elastomeric material shall be an EPDM (Ethylene Propylene Diene Monomer) formulated to provide good retention of elasticity and low stress relaxation properties. The outer (convex) surface of all segments that contain steel bar reinforcement, together with all side faces, gasket recesses, caulking grooves and insides of bolt holes and grout holes shall be painted with a solvent free or (water based) emulsion epoxy coating. Grummets on all bolts if either the sealing strip or gasket is in front of the bolt hole; otherwise, provision shall be made for grummets. Provision for caulking around all edges of segments.
b)
c)
d)
e)
A full specification for the above is given in the M & W Specifications. The selection of the materials to be used shall be based on life cycle cost assessment of feasible options in accordance with Clause 1.6.4. The design shall make provision to prevent the built up of water pressure beneath the in-fill base concrete or beneath the track slab concrete. To achieve this, leakage paths shall be created at each joint in the tunnel lining and any seepage directed to the drainage channel. Notwithstanding the above limits on ground water leakage rates, the Contractor shall ensure that no loss of ground occurs through any part of the completed structure. In order to minimise surface settlements due to consolidation in the soft grounds, the specified degree of water tightness shall be achieved within 30 m of the tunnel face. In all other ground conditions, the specified degree of watertightness shall be achieved by the Tunnel Basic Structure Completion Date.
Sept 2002
DC/7/12
7.5.4
Fixings Every available location on each tunnel segment shall be marked to indicate where drilling is permitted for the fixing of cable brackets and other attachments. The marking shall take the form of indented areas, dimples or the like on the surface of the segment. The indentations shall not exceed 6mm in depth. For the purpose of defining the location of the demarcated areas, it shall be assumed that holes to suit 16 mm diameter expanding bolts or sockets will be used for the fixings and that the clear distance between the side of the hole and any reinforcement shall be not less than 40 mm after making full allowance for inaccuracies in the position of the reinforcement. No fixings shall be installed outside the demarcated areas without prior acceptance from the Engineer. Locations of brackets and other attachments shall be selected such that tunnel bolts and grout plugs are not obstructed should any subsequent tightening or replacement of such bolts and plugs be required. Furthermore, obscuring the tunnel joints shall be avoided as far as practicable.
7.5.5
Taper Rings The Contractor shall design suitable taper ring linings in order to negotiate the alignment curvature and to correct for line and level during construction with the minimum use of circumferential joint packers consistent with attaining the required degree of watertightness of the tunnels.
7.5.6
Bolt Pockets Bolt pockets in which water may possibly accumulate shall be filled with grade 30 concrete.
7.6 7.6.1
TEMPORARY TUNNEL LININGS Types of Lining A system of temporary support may be adopted in all grounds except E, M, F1 and F2. The system of primary support shall be some combination of shotcrete, rock bolts, steel arch ribs and lagging or such other system as the Contractor may propose subject to the acceptance of the Engineer.
Sept 2002
DC/7/13
7.6.2
Sprayed Concrete Lining (SCL) Sprayed concrete lining should not be carried out where the stand-up time for the excavation is inadequate. As a guide stand-up time should be more than 90 minutes for a face advance of 1 metre. The design and construction methodology shall address the following : a) b) c) d) e) f) length of advance whether advance should be partial face or full face inclination of face speed of ring closure face support adjacent activities, such as excavations and ground treatment.
The design of the primary lining shall take into account the following: a) the ground conditions including : - soil stratigraphy; - the groundwater regime; - soil strength, stiffness and small-strain characteristics; - swelling and creep characteristics; - Poissons ratio. the material properties including : - development of strength; - stiffness (modulus) appropriate to the age of the concrete and the excavation stage; - creep and shrinkage especially in first two weeks after placing. the ground-lining interaction including non-linear and time dependent behaviour. the speed of loading, both horizontally and vertically including : - the impact of any adjacent construction or ground treatment; - water pressure relief (or lack of relief).
b)
c) d)
The minimum thickness of SCL in soft ground shall be: 150mm for tunnel diameter less than 4m. 200mm for tunnel diameter less than 5m. 250mm for tunnel diameter 5m or greater.
In soft ground full circle ribs shall be used at spacing equal to the length of advance.
Sept 2002
DC/7/14
The design shall be reviewed and modified during and after construction as a result of comprehensive monitoring of the following : the behaviour of the ground at the tunnel face in comparison with the design assumptions. surface settlements. lining deformations. measurements of ground loadings and displacements.
Appropriate contingency plans shall be prepared and implemented to modify the design and construction should the behaviour of the ground or the lining be shown by the monitoring to be outside the prediction limits. 7.6.3 Ribs and Lagging The design of a primary support system using ribs and lagging in rock shall be in accordance with a recognised method such as loading assessed in accordance with Terzaghi (6) and a graphical analysis of the steel arch rib after Procter and White (7). The Contractor shall take into account, inter alia, the following in the design of the primary support system: (a) (b) (c) (d) (e) (f) (g) (h) (i) Axial and bending stresses in the steel arch ribs induced by the rock loads. Lateral stability and bracing of the steel arch ribs. The method of forming the steel arch ribs and the resultant properties of the steel. Amount of preload to be applied to steel arch ribs and method of supplying this load. Method of blocking and spacing of blocking points. Bearing capacity of the rock at blocking points and, in the case of horseshoe-shaped cross section, under the footplates. The stand up time of the unsupported part of the excavation. The method of lagging between ribs to prevent ravelling and/or softening of the ground. The ground water regime and permeability of the ground.
The allowable stresses in the steel arch ribs shall be in accordance with BS 449. The design shall not permit any overstress.
Sept 2002
DC/7/15
7.7 7.7.1
IN-SITU TUNNEL LINING General In-situ tunnel lining shall be in concrete of minimum grade 45 containing silica fume as specified in the Material and Workmanship Specification. The minimum nominal cover for durability shall be 40mm.
7.7.2
Analysis The analysis of the stresses induced in the final lining shall take account of the following:(a) The long term horizontal and vertical ground loads. (b) The sequence of construction. (c) The proximity of other tunnels and structures. (d) The distortion of the cavity. (e) The ground water loading. The design of the final lining shall ignore any possible contribution to support of the imposed loads by the primary support system. The following requirements shall be met: At the ultimate limit state, a load factor of 1.4 shall be applied to all ground loads including water pressure, and a load factor of 1.6 shall be applied to all live loads including surcharge. At the serviceability limit state, the calculated maximum crack-width shall not exceed 0.2 mm. For this check the imposed load shall include the surcharge load in chapter 3 (except where this gives a beneficial effect). The design checks for crack-width shall comply with SS CP 73. In respect of containment of compression reinforcement, the requirements of SS CP 65 clauses 3.12.7.1 and 3.12.7.2 for columns shall apply. However as an alternative where mesh is used to enhance the behaviour under fire, the number of restraining link bars may be reduced by 50%, but to a spacing along the bars being restrained of not more than 300mm.
7.7.3
Waterproofing Leakage rates shall not exceed the values quoted in Clause 7.5.3 above. A waterproofing membrane system is to be provided between the temporary lining and permanent in-situ concrete lining except at cross passageways. The membrane is to be compartmentalised and fully welded to cover the full tunnel extrados. The watertightness membrane system, grade of concrete, thickness of lining, method of placement, treatment of construction joints and arrangements for back-grouting shall be chosen such that adequate waterproofing can be achieved.
Sept 2002
DC/7/16
At cross passageways and sumps, an integral waterproofing system comprising approved waterproofing admixture and provisions for backgrouting shall be used for waterproofing the permanent insitu concrete lining. The type of admixture, grade of concrete, thickness of lining, method of placement, treatment of construction joints and arrangements for re-injectable back-grouting shall be chosen such that adequate waterproofing can be achieved. 7.7.4 Fixings Drilled-in blind holes shall be provided where required around the tunnel lining for the fixing of brackets and equipment of electrical/mechanical nature. 7.8 7.8.1 CROSS PASSAGEWAYS TUNNELS Location Cross passageways between bored running tunnels shall be located in accordance with the requirements of the Standard for Fire Safety in Rapid Transit Systems, Singapore Civil Defence & Land Transport Authority Track cross-overs shall not be considered as cross-passages. Wherever possible, cross passageways shall be located to avoid critical sections of the alignment where their construction could have an adverse effect on adjacent structures. 7.8.2 Dimensions and Layout Throughout the length of the cross passageway, a minimum headroom of 2.2m shall be maintained over a clear width of 1.2m except at the door where the requirements in the Standard for Fire Safety in Rapid Transit Systems, Singapore Civil Defence & Land Transport Authority shall be complied with. The level on the cross passageway floor shall be determined, on a case by case basis, in relation to the cant of the track. Generally the cross passageway level shall be three steps above the adjoining trackbed level as determined by the trackwork designer. The cross passageway floor shall drain into the running tunnel drainage system, unless the cross passageway occurs at the low point of the alignment in which case a drainage sump may be located within the cross passageway. BETWEEN RAILWAY RUNNING
Sept 2002
DC/7/17
Opening in cross passageways shall be protected with a fire door assembly having a fire resistance of not less than 2 hours with a self closing device in accordance with Section 2.9 of Standard for Fire Safety in Rapid Transit Systems. 7.8.3 Design In soft ground, the tunnel lining shall be designed generally in accordance with the requirements of Clause 7.5 or 7.7 above as appropriate with the following exceptions:a) b) The maximum allowable deflection on radius shall be 15 mm. Taper rings will not be required.
The junctions with the running tunnels shall be steel framed and encased with in-situ concrete or framed with reinforced concrete. The junctions shall be designed to fully support the running tunnel linings at the openings together with the ground and ground water loads on the junction itself. Where openings are to be formed in running tunnels having segmental concrete linings, the Contractor shall provide temporary internal supports to the running tunnel lining. These supports shall adequately restrain the lining such that on completion of the cross passageway and removal of the temporary supports the total deflection of the lining does not exceed the requirements of Clause 7.5.2. 7.9 SUMPS IN RUNNING TUNNELS Refer to Chapter 11 for design requirements for pump sumps in running tunnels. 7.10 7.10.1 EMERGENCY ESCAPE SHAFTS Location Locations of emergency escape shaft shall be in accordance with Section 2.9 of the Standard for Fire Safety in Rapid Transit Systems issued by the Singapore Civil Defence Force & Land Transport Authority. 7.10.2 Dimensions and Layout The layout of the shaft shall conform to the Standard for Fire Safety in Rapid Transit Systems issued by the Singapore Civil Defence Force & Land Transport Authority. The floor of the shaft shall be level with the walkway level in the tunnel.
Sept 2002
DC/7/18
7.10.3
Shaft Design Shaft linings shall be designed generally in accordance with Clause 7.3.2, 7.5 and 7.7 with the exception that: a) b) There is not distortional loading unless ground conditions are exceptional. The thrust in the lining shall be based on full hydrostatic and K0 earth pressures.
The junctions with the running tunnels shall be steel framed and encased with in-situ concrete. The junctions shall be designed to fully support the running tunnel linings and shaft linings at the openings together with the ground and ground water loads on the junction itself. While the openings into the running tunnel and the shaft are being formed, temporary internal supports to the running tunnel lining. and shaft lining shall be provided. These supports shall adequately restrain the linings such that on completion of the junction and removal of the temporary supports the total deflection of the linings do not exceed the requirements of Clause 7.5.2. 7.11 7.11.1 TUNNEL WALKWAY IN RAILWAY TUNNELS Arrangement The location and width of the tunnel walkway are shown on Authoritys drawings. 7.11.2 Details of Walkway The walkway shall fall 15 mm towards the track. The handrail shall project no less than 75 mm from the tunnel wall and be clear of any tunnel service to enable easy use. The handrail shall not project into the walkway envelope. The walkway shall be ramped down to cross-passage floor level at each cross passageway and ramped down to rail level at switch and crossing areas. 7.12 7.12.1 FIRST STAGE CONCRETE The first stage concrete is defined as the concrete between the tunnel lining and the track concrete placed by the trackwork contractor. The first stage concrete, or concrete on which the second stage is cast, should have an exposed aggregate finish.
Sept 2002
DC/7/19
7.12.2
The minimum concrete grade shall be grade C30 having a characteristic cube strength at 28 days of 30 N/mm2.
Sept 2002
DC/7/20
References 1. 2. 3. 4. 5. 6. Muir Wood AM. Curtis DJ. Duddeck H and Erdmann J. Bjerrum L. and Eide O. Meyerhoff GG. Peck RB. The circular tunnel in elastic ground. Geotechnique 25 No.1, 1975. Discussion on 3 above. Geotechnique 26 No.1, 1976. Structural design models for tunnels. Tunnelling 1982, pp 83-91 Stability of strutted excavations in clay. Geotechnique 6, 1956. The ultimate bearing capacity of foundations. Geotechnique Vol.2 No.41, 1951. Deep excavation and tunnelling in soft ground. State of the Art Report. 7th International Conference on Soil Mechanics and Foundation Engineering, Mexico City 1969. Rock tunnelling with steel supports, Section 1. Commercial Shearing and Stamping Co. 1946.
7. 8.
Terzaghi K.
Proctor and White. Rock tunnelling with steel supports. Commercial Shearing and Stamping Co. 1946.
Sept 2002
DC/8/1
CHAPTER 8 UNDERGROUND STRUCTURES 8.1 8.1.1 GENERAL Scope Design requirements for depressed or underground structures constructed by cut-and-cover methods and associated temporary works are covered in this Chapter. Underground drainage culverts and canals beneath roadways and railways shall be designed using this Chapter. However, for these structures, the waterproofing and 0.2mm crack width requirements do not apply. 8.1.2 General Principles The following general principles shall be followed: (a) The Permanent Works shall be of reinforced concrete construction, unless otherwise accepted by the Engineer. Prestressed concrete will in general not be acceptable. The design, and selection of construction method, of cut and cover structures shall take into account at least the following: (i) (ii) (iii) The geology. The hydrogeology and strata permeabilities in the vicinity of the excavation. The degree of lateral movement and settlement which would be expected. In this context the location of the works in relation to existing structures shall be considered. The depth of construction. Any particular difficulties that special plant might face with respect to access, clearances and working space. The noise levels and environmental pollution produced. Control over heave and instability of the base of the excavation, and long term settlement and heave.
(b)
(iv) (v)
(vi) (vii)
Sept 2002
DC/8/2
(viii) (ix) (c)
The methods by which the completed structure shall be secured against flotation. The method for waterproofing the completed structure.
In the case of railways no movement joints are allowed across the track. For vehicular underpasses and depressed carriageways the number of movement joints shall be minimised as far as possible. The underground works shall be designed as far as possible to be structurally continuous and the ground pressure distribution, long term ground / structure interaction, total and differential settlement shall be considered accordingly. Where it is necessary to use movement joints they shall be heavy duty with positive reinforcement connections to the structure. Where applicable, they shall be able to resist the uplift pressure. They shall be designed to be easily maintained and replaceable. Irrespective of whether or not the movement joints are located beneath a roadway, the vertical deflection of any unit (or section) of the structure under the application of primary live loads at the serviceability limit state must be less than 0.015H, where H is the height of cover above the structure. The underground structure shall be completely waterproofed as described in this Chapter. However, the structure shall be capable of withstanding aggressive soil and water conditions that may be present without having to rely on the waterproofing. The method and sequence of construction, including installation and removal of Temporary Works, shall be considered in the design and be clearly defined in the design drawings. Possible imperfections in fabrication and erection shall be considered in the design and the structurally acceptable margins of tolerance shall be clearly specified for critical members and operations. Any constraints that the design may place on the construction sequence shall be identified and clearly specified in the design drawings. The design of structures in which the permanent walls and slabs are also used to carry temporary construction loads must be fully compatible with the method of construction to be adopted. Requirements for ground instrumentation, monitoring and contingency plans for modification of construction methods shall be evaluated having proper regard to the uncertainties inherent in the design. These requirements shall be fully described in the drawings. The design of temporary / permanent walls, and of dewatering methods within both permanent and temporary walls shall, as far as possible, avoid lowering of the water table outside the Works and shall ensure sufficient cut-off to minimise the reduction in piezometric pressure in the adjacent soils.
(d)
(e)
(f)
(g)
Sept 2002
DC/8/3
(h)
Structures shall be designed in such a manner that settlement and heave during all stages of construction and throughout the service life of the structure is kept to a minimum. All underground structures below roads shall have a ground cover of 2 metres minimum, measured from top of waterproofing to the lowest point on the carriageway unless shown otherwise on the Authoritys Drawings. Unless agree otherwise in writing by the Authority, a water retaining structure shall be provided at each Underground Structure entry and exit between the face of the Underground Structure portal and where the top of the bottom slab, across its full width, is wholly above existing ground level or such higher level as the Authority or other authorities may require. A transition slab shall be provided at the end of each such waterretaining structures as specified in Chapter 6.
(i)
(j)
8.1.3 8.1.3.1
General Requirements for Trainways in Cut-and-Cover Tunnels and Stations Size of Tunnel With the exception of cells containing sidings per Clause 8.1.3.6, the size of each cell of a cut-and-cover tunnel shall accommodate the various items listed in Clause 7.2.1. Items (f) to (i) can be accommodated in spaces 300mm wide on the walkway side of the tunnel and 350mm wide on the opposite side of the tunnel as shown on the Authoritys Drawings.
8.1.3.2
Cross Passageways Cross passageways between two independent single-bound cut-andcover tunnels shall conform to Clauses 7.8.1 and 7.8.2. The door shall be of sliding type if necessary.
8.1.3.3
Drainage Sumps The requirements of Clause 11.2.2 shall apply for sumps within the lengths of cut-and-cover tunnel
8.1.3.4
Ventilation In track crossover areas the tunnel ventilation regime may be maintained by the use of jet fans mounted in the roof of the cut-andcover tunnel. Vertical enlargements in the structure shall be provided for these fans. The size and extent of the structural enlargement and clearance requirements to any overhead conductor envelope shall be determined in co-ordination with the relevant System-wide Contractors.
Sept 2002
DC/8/4
8.1.3.5
Separation of Trainways With the exception of tracks within the Depot boundaries, all trainways whether for mainline tracks, centre sidings, test tracks or any other purpose, shall be separated from adjacent trainways or other operational areas (for example plantrooms in stations) by continuous reinforced concrete dividing walls, which extend as far as possible consistent with provision of openings for crossovers, cross passages, or other operational requirements, to the acceptance of the Engineer. The precise setting out of the dividing walls shall be co-ordinated with the System-wide Contractors, and agreed with the Engineer.
8.1.3.6
Cells Containing Sidings The minimum internal width of cells for sidings shall accommodate: (a) (b) The Static Load Gauge, increased as necessary for Vehicle Throw 600 mm minimum clearance between the Static Load Gauge (increased for Vehicle Throw) and service zones, to accommodate access at track level to a stationary train. 350 mm wide service zones on each side.
(c) 8.1.3.7
First Stage Concrete The first stage concrete is defined as the concrete needed to fill the gap, if any, between the top of the structural slab/tunnel lining and the underside of the track concrete placed by the trackwork contractor. It would therefore not be necessary to provide a separate layer of first stage concrete if the top of structural slab matches the level of the underside of the second stage (track slab) concrete. The minimum concrete grade for the first stage concrete shall be grade C30. The minimum thickness shall be 300mm.
8.1.3.8
Concrete Finish at interfaces between Trainway Structure, First Stage and Second Stage Concrete The concrete finish in all trainways at the interface between the trainway structure and the first stage concrete or the second stage concrete (if no first stage), and between the first and second stage concrete (where both are used) shall be an exposed aggregate finish. This requirement shall be shown on the design drawings.
Sept 2002
DC/8/5
8.1.4 8.1.4.1
General Requirements for Vehicular Underpasses and Depressed Carriageways A minimum headroom clearance of 5.4 metres above all roadways shall be maintained across the full width of each carriageway. This applies to both permanent and temporary structures. The underpass shall be designed to allow for positioning and housing of electrical lighting fixtures, mechanical ventilation system if any and openings for cabling works. DESIGN APPROACH The design of underground railway structures (whose function is primarily to serve railways and their passengers) shall comply with SS CP 65, SS CP 73, BS 8002, BS 8004, other relevant codes and the additional requirements herein. The design of underground roadway structures (whose function is primarily to serve roadways) and other underground structures shall be designed to BS 5400 (Refer Design Criteria Clause 1.2.2), BS 8002, BS 8004, SS CP 73, other relevant codes, United Kingdom Highways Agency Departmental Standards (Refer Design Criteria Clause 1.2.3) and the additional requirements herein. ULTIMATE LIMIT STATE Structural Stability For each major structure (tunnels, stations, subways, underpasses etc) there shall be a clear statement as to how the stability of the structures under the design loads is to be achieved. This statement shall address, where applicable, loads from future developments or from the construction of future developments. Underground Structures shall be checked for stability against flotation in accordance with Clauses 1.3.4 and 8.14. They shall also be checked against failure due to base heave in accordance with Clause 8.15. Structural stability of earth retaining structures against overturning and sliding shall be assessed in accordance with Chapter 6.
8.1.4.2
8.2 8.2.1
8.2.2
8.3 8.3.1
8.3.2
Robustness Refer to Chapter 3 of the Design Criteria for the effects of impact loads and the provision of ties.
Sept 2002
DC/8/6
8.4 8.4.1
SERVICEABILITY LIMIT STATE Settlement Refer to Chapter 6.
8.4.2
Cracking All members shall comply with the requirements of the relevant Codes in respect of limitations on crack width. The maximum crack width under any conditions shall not exceed 0.3 mm, or such other smaller value as required by the Codes. For members designed to BS 5400 to very severe exposure conditions, the design crack width may be taken as 0.2 mm, unless the members under consideration are adjacent to seawater when the more stringent limitation in BS 5400 of 0.15 mm would apply. In addition, in order to promote water-tightness, those members exposed to earth and/or ground water and forming the hull of underground structures (i.e. roof, walls, base slabs etc.), shall be designed such that the calculated maximum crack width on both external and internal faces due to early age thermal cracking or flexure and/or tension arising from applied external service loads does not exceed 0.2mm on a plane at a distance of 40mm from the outermost reinforcement, irrespective of whether any additional protection (for example a waterproofing membrane) is provided. Where the load combinations for the purposes of checking this crack width include surcharge loading, the value of such unfactored live load surcharge shall be taken as 17 kN/m2. For embedded concrete walls, the load effects (bending moments etc,) for which this crack width of 0.2mm is checked shall include those which are locked-in at construction. Where the embedded wall is designed and detailed to be structurally composite with an inner wall, the crack width at the interface with the inner wall may be 0.3mm. For load effects during construction which are not locked-in, the crack width shall not exceed 0.3 mm. Provision shall be made to ensure that calculated crack widths on any face of such members due to early thermal cracking do not exceed 0.2mm. The widths of cracks caused by applied external service loads need not be added to those caused by early-age thermal cracking and shrinkage. The width of the cracks referred to above shall be calculated using the formulae in SS CP 73.
Sept 2002
DC/8/7
8.5
DURABILITY The elements of underground structures which form the Permanent Works in contact with earth and / or groundwater shall be considered critical elements with respect to durability. Selection of water bars and joint sealants shall be based on a life cycle cost assessment (see Chapter 1) of the feasible options. Durability provisions in the following clauses are minimum requirements.
8.5.1
Exposure Conditions The following minimum conditions of exposure per SS CP 65: Part 1 Table 3.2 for underground structures designed to SS CP 65 and Table 13 of BS 5400: Part 4 for underground structures designed to BS 5400 shall be allowed for in the designs: (a) (b) The external surface of concrete forming the hull of underground structures (i.e. roof, walls, base slabs): very severe Where an in-situ inner wall is cast against an embedded wall (diaphragm wall, secant pile wall or contiguous bored pile wall), both the inner face of the embedded wall and the outer face of inner wall: severe The internal surface of concrete forming the hull of underground structures, and the face of all members exposed to trainways (in both cut and cover tunnels and in stations) or roadways: severe Internal members of underground structures other than above: moderate
(c) (d) 8.5.2
Minimum Cover Notwithstanding the cover derived from the exposure conditions given in Clause 8.5.1 above, the nominal cover to the outermost reinforcement shall be not less than 40mm for the following locations: (a) (b) (c) external and internal faces of members forming the external hull of underground structures both faces of in-situ inner walls cast against the walls of external hull members the faces of members exposed to trainways or roadways
8.5.3
Cement and Water Content Notwithstanding the cement and water content values derived from SS CP 65 table 3.4 the following maximum and minimum values shall be adhered to. The minimum cement content of members forming the hull of underground structures and members exposed to trainways or roadways shall be not less than 350kg/m3.
Sept 2002
DC/8/8
The minimum cement content for other members shall otherwise be not less than 325kg/m3. The maximum cement content shall be limited by the need for temperature control when early thermal and drying shrinkage are potential cause of cracking. In the case of OPC, the maximum cement content shall not exceed 400kg/m3. The maximum free water cement ratio shall not exceed 0.45. The above represent minimum and maximum typical requirements. The design shall allow for more onerous exposure conditions and/or aggressive chemical and physical conditions where such conditions are likely to be present. 8.5.4 Shrinkage and Thermal Cracking Adequate consideration shall be given to the risk of early-age thermal cracking and shrinkage effects. The designer shall ensure that any requirements considered appropriate such as cement chemistry and curing methods are properly addressed in his review of the Materials and Workmanship Specification. Crack widths due to early-age thermal cracking and shrinkage shall be calculated using SS CP 73. In the case of early-age thermal cracking, reference shall also be made to CIRIA Report 91 [1] and BD 28/87, for structures designed to SS CP 65 and BS 5400, respectively. However the beneficial effects of using cement replacement materials and other techniques such as internal cooling to control the heat of hydration may be taken into account provided that suitable evidence is presented to justify the magnitude of these effects. 8.6 8.6.1 FIRE RESISTANCE With the exception only of non-loadbearing separation walls, all other elements of underground structures shall be designed and detailed for a 4 hour fire resistance, unless specified otherwise for railways in the Land Transport Authority Standard for Fire Safety in Rapid Transit Systems. Attention is drawn to the further information on fire in SS CP 65 Part 2. The structures shall be detailed to ensure that the required fire resistance is met, and in such a way as to avoid spalling, and, as far as possible, also to avoid the need for the use of mesh, whilst complying with the code. When it is necessary to use mesh, the minimum size shall be A252 to BS 4483. In the case of non-loadbearing separation walls, their fire resistance shall be determined by other requirements, such as fire compartmentation etc.
8.6.2
8.6.3
Sept 2002
DC/8/9
8.7
INSPECTION OF CONSTRUCTION Attention is drawn to Clause 2.3 of SS CP 65: Part 1. Construction tolerances shall meet the requirements of the relevant British Standard or those given in the Materials and Workmanship Specifications, whichever is the more onerous.
8.8
LOADS The general loading requirements are given in Chapter 3, except that when checking crack width, the unfactored live load surcharge in Clause 8.4.2 may be used (and not the higher surcharge specified in Chapter 3). Additional loading requirements for Underground Structures are given below.
8.8.1 8.8.1.1
Load Factors for Earth and Water Pressure Requirements for Underground Structures designed to SS CP 65: (a) (b) The design shall meet the requirements of SS CP 65: Part 1. In addition, in load cases where the critical stresses in the structure would be produced by maximum earth and water pressure acting in one direction (e.g. on roof slab) in combination with minimum earth and water pressure acting in the other, (e.g. on side walls) and where both water pressures are derived from the same ground water level then the earth and water load factors shall be taken as 1.4 and 1.2 respectively to obtain the maximum and 1.0 and 1.0 respectively to obtain the minimum loads.
8.8.1.2
Requirements for Underground Structures designed to BS 5400: (a) Partial Safety Factors for Loads The partial safety factors for loads shall be in accordance with the requirements of BD 37/88, except where modified as follows: LOAD Superimposed Dead Load Hydrostatic Pressure SLS
fl
ULS
fl
COMBINATIONS All combinations All combinations
1.0 1.1
1.2 1.1
SLS: Serviceability Limit State ULS: Ultimate Limit State
Sept 2002
DC/8/10
In addition to the above partial load factors, the arching effect of the superimposed dead load shall be taken into account as follows: Maximum superimposed dead load intensity = 1.15H Minimum superimposed dead load intensity = H = bulk density of compact fill or road construction materials, as appropriate
H = height of cover from the top of the structure to the finished
surface level Except that where secant pile or diaphragm walls are used as Permanent Works and they are in direct contact with the ground being retained such that the arching effect of superimposed dead load will not occur both the maximum and minimum superimposed dead load intensity may be taken as H. (b) Load Effects Due to Temperature (i) Temperature Effects During Construction Temperature effects shall be considered for the erection condition of all underground structures in accordance with BD 37/88. Temperature Effects in Service Underground structures with lengths less than 5 times the span are to be considered as being open to the atmosphere and the effects of temperature are to be taken into account in accordance with BD 37/88. For underground structures with lengths greater than or equal to 5 times their span, the requirements of BD 37/88 are to be modified as shown in the table below. For underground structures of spans less than or equal to 3m, temperature effects may be disregarded. Span (m) >3 Fill depth (m) >0.6 but 0.75 >0.75 but 1.0 >1.0 but 2.0 >2.0 Temperature (oC) Range Difference
(ii)
10 + 10 0.5 x Fig 9 Values * 10 + 6 0.33 x Fig 9 Values * Zero 10 + 3 Disregard Temperature Effects
* 8.8.2 Ground Loads
BD 37/88, Figure 9, Group 4
The following paragraphs are in addition to the requirements of loads due to earth pressures specified in the Design Criteria:
Sept 2002
DC/8/11
(a)
For the purpose of assessing long term ground pressures, underground structures shall be considered as being rigid structures subjected to at rest earth pressures. In assessing ground pressures acting during construction it shall be demonstrated that the pressures are compatible with the ground movements predicted to occur. Design parameters for earth pressures are given in Chapter 5 of the Design Criteria. Where appropriate, loads due to swelling (heave) of the ground shall be considered.
(b)
(c) (d) 8.8.3 8.8.3.1
Load Combinations General Underground structures shall be designed for the envelopes of the stress resultants (moment, shear, axial force etc) due to the various combinations of loadcases. For example in the case of a box section, maximum span moment in a perimeter wall element would occur due to maximum lateral load on the wall taken co-existently with the minimum downward load on the roof slab; whereas the maximum support moment at the junction between the roof slab and the adjacent wall would be obtained by imposing maximum loads on both the slab and the wall simultaneously. The minimum loads that could possibly occur during the construction and service life of the structure shall be assessed in evaluating the minimum design loads. The effects of construction sequence including those due to the dewatering requirements shall be considered. Various examples of critical load combinations for the hull of underground structures are shown in Figures 8.8.3-A to 8.8.3-C. At least these general combinations shall be designed for at both ultimate and serviceability limit states. Nonetheless, the design shall ensure that the most onerous combinations of load cases (whether from those shown or other more appropriate load cases) have been identified and the structures designed accordingly. For all serviceability limit state assessments (including those of crack width, deflection, settlement, and track movement) the design range of water table level (within which the serviceability criteria must be met) shall be not less than between, at its highest, design ground water level as defined in chapter 5 and, at its lowest, a level of 5 metres below design ground water level. In addition, in the case of track movement and the corresponding structural settlement and deflection (see chapter 6), the lowest level of the water table level range shall be the ground water level at track laying as assessed by the designer based upon the anticipated construction programme, or a level of 5 metres below design ground water level, whichever is lower.
Sept 2002
DC/8/12
For all ultimate limit states, the design range of water table level shall be between design flood level as defined in chapter 12 and the underside of lowest base slab of the structure under consideration. For the case of the water table at the underside of the lowest base slab, the geotechnical Factors of Safety for DFEs specified in Chapter 6 may be reduced by 20%, provided that the structure is designed for the associated settlement and differential settlement. The structural design of DFEs shall strictly comply with the requirements of Chapter 6. The various possible combinations of live load surcharge and/or known future developments shall be considered in deriving the most onerous load combinations. Separate load combinations shall be developed for the design of internal elements. Internal elements shall be designed for displacement compatibility with the hull elements under the load combinations used. (For example, where internal columns are supported on base slabs which deflect relative to the side walls due to external soil or hydrostatic pressure, this should be allowed for in the design of the internal elements). 8.8.3.2 Additional Requirements for Underground Structures designed to BS 5400. The various load combinations to be considered in design shall be those as given in Table 1 of BD 37/88, except for hydrostatic pressures which, when present, shall be applicable to all the load combinations. 8.8.4 8.8.4.1 Unbalanced Loads Underground structures shall be designed for unbalanced loads and differential settlements due to the future development(s) identified in the Particular Specification. In addition, but as a separate load combination, underground structures shall be designed using the following approach to provide a degree of robustness against the effects of asymmetrical ground loading and unknown future developments: (a) Apply the following unfactored loading to the structure to produce the load combination shown in Figure 8.8.4-A: (i) Out-of-balance loading of at rest and active earth pressure on opposite sides of the structure between ground level and underside of base slab of structure together with a water table differential of 3m between the two sides; the values of at rest and active earth pressure coefficients shall be determined from Chapter 5. (It is to be assumed that the maximum or the minimum earth pressure can act on either side wall).
8.8.4.2
Sept 2002
DC/8/13
(ii) (iii)
Surcharge at ground level to one side of the box (same side as at rest pressure). Surcharge above the box if this gives a more adverse effect for the particular part of the cross-section under consideration.
(b)
In applying these loads, the base of the structure shall be assumed to be rigidly restrained horizontally, and to be restrained vertically to correspond to the actual foundation conditions. It may be assumed that the unbalanced loading is also resisted by a reactive pressure generated by the mobilisation of the soil stiffness on the reacting side.
With the exception of those structures, or those parts of structures, which have the structural form of an open U with cantilever walls, the following shall apply: if under the above unfactored loads the horizontal movement of the top of the box exceeds 15mm, or the differential settlement across the width of the structure exceeds 1:1000, the differential loading shall be reduced by increasing the lower earth pressure until both the horizontal movement and differential settlement are less than or equal to 15mm and 1:1000 respectively. For those structures, or those parts of structures, which have the structural form of an open U with cantilever walls, the following shall apply: if under the above unfactored loads the differential settlement across the width of the structure exceeds 1:1000, the differential loading shall be reduced by increasing the lower earth pressure until the differential settlement is less than or equal to 1:1000. In either case, the out-of-balance loading shall be combined with other vertical loading conditions that may co-exist. The structure under these loads with the appropriate load factors for dead load, live load, earth and water pressure shall meet the Design Criteria at both the ultimate and serviceability states. For the ultimate limit state, the load factors given in Clause 8.8.1 shall apply. For the serviceability limit state of cracking under this load combination, the calculated maximum crack width due to flexure on both external and internal faces of those members forming the hull of underground structures shall not exceed 0.3 mm.
8.9 8.9.1
ANALYSIS The structure shall be analysed for the loads and effects specified herein to obtain the most severe combinations and envelopes of stress resultants (moment, shear, axial force, etc.) on every component member.
Sept 2002
DC/8/14
The movements, both global and differential, of the structures shall be quantified from geotechnical analyses and considered in the design at all stages of construction and throughout the service life of the structure. In assessing the movements of the structures, due consideration shall be given to the movement of the ground, including settlement or heave as appropriate. Irregular or analytically complex parts of structure by virtue of their significant three-dimensional behaviour, which may not lend themselves to two-dimensional plane strain analyses shall be clearly identified in the Design Statement and analysed by grid analysis, finite element plate analysis, or similar. Such parts may be areas where irregular boundary conditions exist, where the action is not predominantly one-way, where the out-of-plane action cannot be accurately modelled using plane frames, or any combination of these. As an example, floor areas adjacent to the end walls in the case of railway stations could fall under this category. Other parts of structures with regular shapes (e.g. box) which are away from zones of three-dimensional effects may be analysed as plane frames. 8.9.2 Longitudinal beam-on-elastic foundation and/or plane grid analyses shall be carried out to determine the effects of total and differential movements on the structure. The effects of the assumed sequence of construction of known future developments shall be analysed and allowed for. Where abrupt changes in loading or depth of backfill occur over continuous structures, for example at tunnel / station box junctions, the possibility of local overstressing of the structure shall be considered. In conducting such analyses ground water level corresponding to base slab invert shall be considered. 8.9.3 Locked-in Stress Resultants (moment, shear, axial force, etc) When the sequence of construction requires transfer of loads, such as earth pressure, on to a partially completed structure, additional lockedin stress resultants will be induced in the structure. The distribution of stress resultants will therefore be different to that obtained from a wished-in-place type analysis. Such locked-in stress resultants shall be calculated and necessary additional reinforcement added. Redistribution of stress resultants will not be permitted in allowing for locked-in stress resultants.
Sept 2002
DC/8/15
8.10 8.10.1
DETAILED DESIGN Redistribution of Moments designed to SS CP 65) (only applicable for structures
Redistribution of moments is applicable only for structures designed to SS CP 65 at the ultimate limit state. It is subject to the stipulation of Clause 8.9.3 above. Clause 3.2.2 of Part 1 of SS CP 65 applies except that redistribution is limited to 10% and the value given in condition 3 shall read 90%. 8.10.2 Design Moments In analysis of continuous and rigid frame members, distances to the geometric centers of members shall be used for the determination of moments. Where members are integral with (i.e. monolithic with) their supports, the design support moment may be taken at the face of the support. Where members are not designed integrally with their supports, the moments at supports shall be taken as the centre-line peak moments but may be duly reduced to allow for the effects of the support widths. However this reduction shall not exceed 10% of the centre-line peak moment. Where haunches are provided on the compressive face, the portion of haunch defined by a slope of 1(perpendicular to the member axis) : 3(parallel to the member axis) shall be considered effective for determining section capacities. To maximise the space available inside the structure for services etc. square and rectangular haunches shall not be used. 8.10.3 Bottom Loaded Structural Elements Further to SS CP 65: Part 1 Clause 3.4.5.11, where a load is applied at the bottom of any structural element (beam, slab etc) additional reinforcement shall be provided to carry the full load to the far face of the section where it shall be positively anchored by steel plates or hooks. 8.10.4 Internal facing of Diaphragm and Secant Pile Walls Irrespective of whether or not composite action is assumed, the internal facing (see Clause 8.16.1(f)) of diaphragm walls, secant piled walls and the like shall be designed for the full hydrostatic loads. When composite action is assumed reinforcement ties anchored into the remote faces of the two walls shall be provided to prevent interface separation and slippage under full hydrostatic pressures. The amount of reinforcement ties required to prevent separation shall be additional to the reinforcement ties required for composite action. It shall be noted that both in-situ facing and cavity wall construction may be necessary in some circumstances, see Clause 11.2.3.
DC/8/16
8.10.5
Fixings for E&M Equipment Fixings in the form of cast-in sockets or formed or drilled holes for expanding bolts or sockets shall be positioned and sized to suit the requirements of the System-wide Contractors. The tolerance on fixing positions shall be 5mm with the spacing between any two adjacent fixings not differing by more than 6mm from the intended value. To warn against impending failure, fixings shall be installed deep enough to ensure that brittle failure of the base material or pullout does not occur before yield of the fixing.
8.10.6
Post Fixed Reinforcement To satisfy ductility requirements of reinforced concrete design post fixed reinforcement shall be installed deep enough to ensure that brittle failure of the base material does not occur before pullout or yield of the reinforcement fixing, irrespective of the magnitude of load. Connections between Bored Tunnels / Cut-and-Cover Structures Where bored tunnels are connected to cut and cover structures, the connection shall be designed so that completion of the joint is carried out by the contractor for the cut and cover structure. Design of the joint shall consider the possibility of differential movement, during backfilling or subsequently. Unless it can be shown that differential movement of the bored tunnel and cut and cover structures will be sufficiently small not to cause overstressing with a rigid joint, the joint shall be designed to permit an appropriate degree of articulation. Particular attention shall be paid to the waterproofing detail, to ensure that the watertightness of the joint is not in any way inferior to that of the standard joint between precast tunnel segments.
8.10.7
8.10.8
Pile Foundations and Deep Foundation Elements Refer to Chapters 6 and 9.
8.10.9
Torsion (only applicable for structures designed to SS CP 65) Notwithstanding SS CP 65: Part 1 Clause 3.4.5.13 and subject to the prior acceptance of the Engineer, the torsional stiffness of a member may be ignored in the analysis and torsion disregarded in the design for that member only when each of the following requirements are satisfied: (a) It can be demonstrated that the torsional strength of the member is not required to achieve equilibrium of the structure.
Sept 2002
DC/8/17
(b)
It can be established through sound engineering judgement that the structural system is self-evidently not one in which significant torsional effects will tend to occur. Links provided to resist shear are closed type complying with shape code 79 of BS 4466 or otherwise detailed so that they are fully developed around the circumference of the member.
(c)
8.11
DETAILING Detailing of all structures shall reflect best practice.
8.11.1
Slabs and Walls Minimum reinforcement shall be provided on each face in each direction in all walls and slabs to distribute and limit cracking arising from shrinkage, early thermal and temperature effects in accordance with BD 28/87 and SS CP 65: Part 1 Clause 3.9.4.19 for internal elements of structures designed to BS 5400 and SS CP 65 respectively and shall be not less than that required by Clause 8.4.2 above for members exposed to earth and/or ground water. This reinforcement shall be placed as close to the surface as is consistent with cover requirements and be distributed evenly around the perimeter of the section. Generally, pairing of bars and more than one layer of bars are not preferred. It is preferred that smaller diameter bars in any direction are placed at closer intervals to prevent early thermal and shrinkage cracks. The minimum diameter of reinforcement bars shall be 13mm. For the reinforcement layers nearest the concrete faces, the spacing of reinforcement bars shall be no greater than 200mm and the clear distance between bars shall not be less than 100mm, except at laps where it shall not be less than 75mm.
8.11.2
Columns / Piers The spacing of links and legs of links shall not exceed 300mm or 0.75 times the effective depth of the section whichever is lesser. The links shall be of grade 460 steel and the minimum bar diameter shall be 10mm, for column dimensions exceeding 500mm x 500mm or 600mm dia.
Sept 2002
DC/8/18
8.11.3
Beams (only applicable for structures designed to BS 5400) The area of nominal tension reinforcement shall not be less than 0.25% of bd when using grade 460 reinforcement where: (a) (b) b is the average breadth of the section excluding the compression flange for T, I and box section; and d is the effective depth to tension reinforcement.
For beams where the depth of the side face exceeds 600mm, longitudinal reinforcement with the minimum area of at least 0.12% of bd shall be provided on each face with spacing not exceeding 300mm vertically and the diameter of the bars shall be not less than 16mm. b is the average breadth of the web and d is the effective depth to tension reinforcement. The link requirement outlined in 8.11.2 above shall also be applicable to compression reinforcement in beams. Where beams are designed to resist torsion, the spacing of links shall not exceed 200mm. 8.11.4 Corner Details Corner joints of large structural members shall be carefully detailed, particularly in the case where moments tend to open them. Specialist literature shall be consulted and the following minimum requirements observed: (a) For corners subject to moments tending to close the corner, the bend radius of the main tension bars shall be increased to cater for the high bearing stresses induced. For this purpose it shall be assumed that the bars remain fully stressed through the corner detail. For heavily reinforced members a longitudinal bar within the bend should be provided or an orthogonal grid of ties for crack control as necessary. For corners subject to moments tending to open the corner, adequately anchored transverse ties to carry the diagonal tension required for joint equilibrium shall be provided when the amount of tension steel exceeds 1% in either of the adjoining members.
(b)
8.11.5
Construction Joints The design and detailing shall be such that the number of construction joints will be as few as practicable. The suggested location of construction joints shall be indicated on the design drawings.
Sept 2002
DC/8/19
8.11.6
Slab to Wall Connections Particular attention shall be paid to the practicalities of the design and detailing of the slab to wall connections and the means by which the integrity of the construction joints at these connections will be assured. Where possible, slab to wall connections, including slab connections to embedded walls such as diaphragm walls etc, shall be designed and detailed to be monolithic providing full continuity of bending moments, and reinforcement shall be provided (using couplers where necessary) to meet the requirements of the code. Departures from monolithic connections shall only be considered with the acceptance of the Engineer. In all cases, however, the detailing shall reflect the boundary conditions assumed in design and shall be such as to ensure water-tightness and durability.
8.11.7
Detailing of Shear Links Where shear links are provided, they shall enclose all tension reinforcement.
8.12
CIVIL DEFENCE DESIGN (where applicable) The requirements for Civil Defence design have a significant impact on the detailing of reinforcement that must be addressed in the design and drawings. For requirements of Civil Defence design see Contract Document Civil Defence Design Criteria.
8.13
PROVISION FOR FUTURE DEVELOPMENT The items in the following Clauses shall be addressed in the design and shall be shown clearly and comprehensively on drawings and in supporting narrative in the Development Interface Report.
8.13.1
Knockout Panels for Access to Future Developments Where access is required to future developments, appropriate provisions for the future openings (generally described as knockout panels) shall be made in the structure. In particular the analysis, design and detailing of the structure shall allow for the opening being provided in the future. In addition appropriate trimming reinforcement shall be provided. When such knock out panels are provided, they are to be designed to facilitate future removal as far as practical without compromising the structural integrity or watertightness of the structure before and after the development is constructed. Where possible these panels shall be designed as precast concrete or steel structures such that they are easily demounted and removed without having to be broken into parts. It is not necessary to make any special provision,
Sept 2002
DC/8/20
other than for structural integrity and serviceability, for future breaking out of openings through diaphragm walls, secant pile walls or similar works constructed from ground level, which are required to have continuous reinforcement to resist lateral ground loading. 8.13.2 Fire Separation for Railway Structures A four-hour fire separation shall be provided between railway and development areas unless specified otherwise in the Land Transport Authoritys Standard for Fire Safety in Rapid Transit Systems. The minimum thickness of reinforced concrete walls or slabs separating railway and development areas shall be 200mm provided that the area of steel relative to that of concrete exceeds 1%. 8.13.3 Future Development Loads, Structural Capacity and Settlement / Deflection In developing and completing the design, structural and foundation provisions for support of the future development above and adjacent to the underground structure shall be made. Future development columns directly over the underground structure shall have their loads supported by the underground structure via column stumps or a suitable transfer structure. Otherwise, the future development columns shall have their loads supported by piled foundations. Unless indicated otherwise in the Particular Specification, cut off level of all piles and column stumps shall be 2.5m below finished ground level. Pile/column stump reinforcement shall protrude from the cut off level for a lap length and be protected by grade C20 capping concrete. Alternatively where cover is not available, suitably protected reinforcement couplers may be used, in which case the cut off level shall be 1m below finished ground level. Where the future development faade fronts a road, all columns provided along the building faade shall be located immediately behind the road reserve (making due allowance for finishes) such that no part of the future column infringes upon the road reserve. Similarly all structural and foundation provisions for support of the columns shall be located behind the road reserve line (making due allowance for construction tolerances) such that no part of the foundation support infringes upon the road reserve. The minimum characteristic horizontal loads to be designed for at each column shall be the higher of any specified load and 1.25% of the total characteristic dead load on the column. This load shall be assumed to act in any possible direction and therefore shall be designed for the most critical direction. The corresponding minimum characteristic moments to be designed for at each column shall be the higher of any
DC/8/21
specified moment, and the moments due to the horizontal load as determined from the above. The horizontal load shall be taken to be acting at the higher of the pile/column stump cut-off level or a level of 4 metres above the top of roof slab, again acting in the direction giving the worst effect. Column loads from future developments (both characteristic and ultimate) that are to be designed for and their final locations shall be reviewed as part of design development, and agreed with relevant authorities, and shall be recorded on a detailed column loading plan, all to the acceptance of the Engineer. The structural capacity and predicted settlement/deflection of piles and column stumps at the cut off level corresponding to the appropriate limit state shall be calculated and shown on pile/column stump capacity plans. The design shall demonstrate that the settlement limits specified in Chapter 6 will not be exceeded. Structural capacity shall be specified in terms of maximum horizontal force, vertical force and moment that can be applied at the cut off level of the pile or column stump. Unless indicated otherwise in the Particular Specification, underground structures shall be designed for development loads together with fill (including water pressure) between the roof of the underground structure and the development ground/base slab (no additional surcharge need be considered over the plan area of the development). Unless indicated otherwise in the Particular Specification, where the future development includes basements to be excavated below existing ground level, the underground structure shall also be designed for the above mentioned loading without the basements. That is, development loads (minus basement loads) together with fill (including water pressure) between the roof of the underground structure and existing ground level. These design loads shall be developed onto a roof loading plan for the underground structure. 8.13.4 Design Assumptions and Construction Constraints An envisaged method and sequence of construction of the future development shall be determined and considered in the design. In this respect, the construction method and sequence should be practicable, cost effective, safe and should cause no disruption to the operation of the railway. In determining an envisaged method items such as those listed in Clause 8.1.2(b) shall also be taken into account. The envisaged monitoring plan (including the location, type and details of instrumentation, and the trigger levels, frequency and standard of monitoring) for the underground structure to ensure its structural
Sept 2002
DC/8/22
stability and integrity during construction of the future development shall also be considered in the design. Provisions shall be made in the design to complement the assumptions made in the envisaged method and sequence of construction for the future development. Where the future development will include basements, the design shall determine safe limits and methods of excavation, restrictions on dewatering, minimum strut loads and permitted strut movements that must be observed to ensure the stability of the underground structure and the safe operation of the railway during the construction of future development, etc. Any other restrictions to be placed on the future developer in order to preserve the stability and integrity of the station structure and the safe operation of the railway during construction of the future development shall also be determined. All restrictions to be placed on the future developer shall be practicable and not cause undue additional cost to the future developer. The effect of the future development on the architecture and electrical and mechanical services shall also be investigated and all necessary provisions made in the design. This interface shall be co-ordinated with the architect and System-wide Contractors. 8.14 8.14.1 FLOTATION General Underground Structures shall be checked for the possibility of flotation at all stages of the construction and throughout the service life of the structure. In the permanent condition, ground water level shall be assumed to be at Design Flood Level as defined in Chapter 12. Any loads from developments or from any other structure that would be beneficial to stability against flotation shall not be considered in the flotation assessment. Drainage culverts shall be checked for flotation assuming that weepholes (if provided) are blocked. 8.14.2 Factors of Safety Factors of safety to be adopted for the permanent condition shall be those set out below. The self-weight of the structure shall be divided by a partial safety factor of 1.10. For railways, first-stage concrete (if any) may be
DC/8/23
considered as self-weight of the structure. Weight of partition walls, floor finishes, road surfacing, false ceiling, equipment and other superimposed dead load, etc. shall not be considered. The weight of backfill material over the structure shall be divided by a partial safety factor of 1.3. Since the design water table is above the finished ground level, the effective weight of the backfill shall be based on the submerged density of the material. In the calculations backfill within the top 1.5 metres of the ground surface shall be ignored. The partial factor for shear resistance of the soil shall be as defined below. The overall factor of safety against flotation shall be not less than 1.1, except that than when soil friction (as defined in Clause 8.14.3) is omitted the overall factor of safety against flotation shall be not less than 1.0. 8.14.3 Soil Friction Frictional resistance between elements of the structure and the surrounding soil shall only be taken into account where relevant empirical evidence is available to justify the value being used. In evaluating the design frictional resistance to uplift between elements of the structure and the surrounding ground, or lateral backfill as the case may be, a partial safety factor of 2.0 on the design shear strength of the ground or backfill shall be used. In addition to this safety factor, for cohesive soils, an adhesion factor shall be determined from suitable published data (e.g. Tomlinson [2]), and for cohesionless soils earth pressure coefficients taking into account the effects of the following as appropriate: (a) (b) (c) (d) (e) (f) (g) The shear strength of the backfill The method of placing of backfill material The temporary support system, either left in place or extracted Grouting The use of bentonite The depth below ground surface The waterproofing system for the structure.
With respect to item (g) above, where the critical shear interface is along the waterproofing membrane no frictional resistance shall be used. No shear resistance shall be allowed within 2 metres of the ground surface.
Sept 2002
DC/8/24
8.14.4
Assessment The analysis of the general case (when soil friction is included) shall be as shown below:
ht
a B
Fig 8.14.4
Considering 1m run of the structure, Uplift force, U = w ht B where w ht B = unit weight of water = height of structure = width of structure
Restraining force R where ' S W H B f1 f2 = 'B(H -1.5)/ f1 + (ht + H - 2 )2S/ m1 + W / f2
= submerged weight of backfill material = average frictional resistance along a - a' = self weight of structure = depth of backfill = width of Structure = partial safety factor for weight of soil = 1.3 = partial safety factor for weight of structure = 1.1
Sept 2002
DC/8/25
m1 R/U 8.14.5
= partial safety factor for shear resistance = 2.0
must be at least 1.1. Measures to Counteract Flotation Suitable measures to counteract flotation forces shall be incorporated in the design. The measure(s) chosen shall suit the particular conditions and method of construction and may include: (a) (b) Toeing in of the base slab into the surrounding ground or fill. Increasing the dead weight of the structure by: (i) (ii) (iii) (c) Thickening of structural members. Providing an extra thickness of concrete beneath the base slab tied into the structural base slab. Deepening diaphragm walls.
The provision of tension piles, but steel tension piles are not acceptable.
It will not normally be acceptable to modify the vertical alignment of the tunnels solely to counteract the flotation forces. The use of ground anchors as a permanent measure to counteract flotation forces shall not be permitted. Where the base slab is toed into the surrounding ground or fill, the shear resistance may be obtained from the shear resistance of the ground or fill as appropriate. The shear resistance of the ground or fill above the toe shall be divided by a partial safety factor 2.0 and the adhesion factor shall not apply. The value of the weight of ground above the toe shall be calculated as for the backfill material, unless mass concrete is used. Where toes are provided, the minimum toe projection shall be 0.5m. The value of the weight of any additional thickness of concrete shall take into account the increased volume of water displaced. 8.15 STABILITY OF THE EXCAVATION The stability of the completed structure against failure due to base heave under the structure shall be checked. In the following equation based on the analysis by Bjerrum and Eide [3], a partial factor of safety of 1.15 shall be applied to the disturbing pressure due to the weight of ground beside the structure, with the exception of soil type E
Sept 2002
DC/8/26
(Estuarine) to which a partial safety factor of 1.35 shall be applied, and a partial safety factor of 2.0 shall be applied to the shear strength of the soil. F = Nc x where F Nc Cu H q p = = = = = = = CU H + q - p overall factor of safety bearing capacity factor see fig. 8.15. shear strength of clay in zone of base of structure average bulk density of soil above level of base of structure depth to base of structure from ground level surcharge at ground level beside structure (Refer Chapter 3) resistance of completed structure to uplift, expressed as a pressure at base level.
The overall factor of safety shall be not less than 1.2.
Fig 8.15 Bearing Capacity Factor Note : 1. Nc rectangular = (0.84 + 0.16 B/L) Nc square where B and L = width of excavation = length of excavation
Sept 2002
DC/8/27
8.16 8.16.1
WATERPROOFING Underground structures shall incorporate the following waterproofing measures: (a) All construction joints in external slabs and walls shall be provided with hydrophilic rubber strips or equivalent measures. Lining walls cast against diaphragm walls, pile walls or similar shall be regarded as external walls. A positive waterproofing system (waterproofing admixture and/or membrane) shall be provided to all base slabs. A membrane waterproofing system shall be provided above all underground roof slabs, comprising: (i) At least two layers of membrane fully bonded with a bituminous based system to the concrete structure after application of an appropriate primer. Membranes shall be of sufficient thickness and provided with additional protective layers as necessary to ensure that no damage occurs. The membrane shall be properly sealed at junctions with upstand structures. An in-situ concrete protective slab.
(b) (c)
(ii)
Diaphragm walls or similar works installed for excavation support shall not be left continuously protruding above roof slab levels in such a manner as to allow sub-surface ponding of water. Top surface of the roof slabs shall be profiled to maintain transverse falls from centre line outwards to discourage any ponding of water. (d) External faces of all perimeter walls to underground structures constructed in open excavations within stabilised side slopes or in excavations within sheet piling shall be protected by an applied membrane system similar to, and continuous with, the membranes applied to the roof and base slabs. Protective layers shall be applied as appropriate to avoid damage. Diaphragm walls shall be provided with vertical waterbars at panel joints. Provision shall be made for acrylic resin or similar injection at the panel joints over the full thickness of the base slab and roof slab. Diaphragm and secant pile walls, and similar types of construction shall be faced with cast in-situ reinforced concrete irrespective of whatever else may be provided to enhance water-tightness or dispose of any seepage. Joints between roof slabs, base slabs and diaphragm or secant pile walls shall be sealed using hydrophilic rubber and bentonite
(e)
(f)
(h)
Sept 2002
DC/8/28
in a suitable matrix, or equivalent means. At least two runs of sealing strip shall be provided along each joint 8.16.2 8.16.3 8.17 8.17.1 8.17.1.1 The selection of materials to be used shall be based on life cycle cost assessment of feasible options in accordance with Clause 1.6.4. The leakage rates for any completed portion of an underground structure shall be zero. DESIGN OF TEMPORARY WORKS General Requirements Temporary works shall be designed in accordance with the relevant Singapore and British Standards (see Chapter 1). In particular, the design of Earth Retaining Structures shall comply with BS 8002 (not CP4) in conjunction with BS 449 for steelwork and BS 8081 for ground anchors. No overstress, other than that allowed in BS 8002, shall be used in the design. In accordance with BS 8002 Clause 4.5.2.2 the temporary retaining works shall be designed to accommodate the possible failure of an individual strut, tie rod or ground anchor using the modified material strengths specified. Temporary Works design may take into account the limited duration over which the temporary works are expected to function with respect to durability and loading dependant on return period (e.g. wind loads). The calculations and drawings shall make clear where provision for limited life has been taken into account, particularly where this may have a significant influence on the stability of the temporary works. Surcharge load as defined in Chapter 3 shall be used in the design of temporary works. The design of temporary works shall take account of all the applied external forces and imposed structural deformations, and, additionally for underground works, the effects of removal of load from the ground and the movement of the ground independent of the load. 8.17.1.3 Calculations shall be provided to show that the toe-in depth of the temporary wall or permanent wall used also as a temporary structure provides adequate passive reaction taking deflection into consideration, and that the wall will not be overstressed, nor will it deflect excessively and will provide adequate protection against the ingress of ground water into the excavation. Temporary works design shall include, where appropriate, adequate precautions against base heave in the soft clays during construction. The stability of the bottom of the excavation shall be checked in accordance with the analysis of Bjerrum and Eide [3]. Surcharge load shall be allowed for and applied at ground level to the ground surrounding the excavation. Failures such as bottom heave, inward yielding, piping or blows, etc. shall also be considered.
8.17.1.2
DC/8/29
8.17.1.4
The design shall minimise reduction in piezometric pressures outside the excavation. The design shall include seepage analysis and assessments of settlements due to changes in piezometric pressures. Design of Temporary Excavation Support Excavations may be supported by diaphragm walls, secant piles or similar Works that may or may not later be incorporated into the permanent structure. However, whether or not incorporated into the Permanent Works, the design of retaining walls shall include a proper step-by-step analysis incorporating progressive change in porewater pressures, boundary conditions and loading all as the excavation proceeds and as the excavation is subsequently backfilled, and where appropriate reflecting incorporation of the wall into the permanent works (refer Clause 1.3.3). To minimise settlements, where possible earth retaining walls and strutting arrangements shall be selected to ensure that equal loading is applied at opposite ends of struts. In cases where the loading is unbalanced the design of the temporary wall and the strutting system shall similarly include a step-by-step analysis addressing the unbalanced movement necessary to achieve strut loading equilibrium and compatibility of wall movements (accounting for axial shortening of struts. In such cases it is preferred that both (opposite) walls are analysed in the one model. Braced excavations shall be analysed by finite element or finite difference methods in which the changes in ground stresses are properly related to the deflections which occur in the structural elements, by the use of appropriate stiffness and other parameters. Relevant empirical evidence from similar excavations must be referred to in support of the conclusions of the analyses. Simplified analytical models and methods may be used to evaluate the various permutations of structure geometry and loading, provided that sufficient finite element/difference analysis has initially been performed for calibration purposes. Risk assessment reports for existing structures shall be properly related to the conclusions of the excavation analyses.
8.17.2
8.17.3
Design for Removal of Temporary Works Temporary Works shall be designed as far as possible to be removed when no longer required, and not left in the ground. Where Temporary Works are to be removed, suitable methods shall be employed to minimise the ground settlement resulting from extraction, for example installation of grout tubes along piles to facilitate continuous grouting during their extraction.
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DC/8/30
All Temporary Works outside the limits of the following shall be designed for removal: (a) (b) For road projects, the smaller of the road reserve and an area bounded by a line 3m from the footprint of the Permanent Works For railway projects, the smaller of the Railway Area (as defined in the Rapid Transit Systems Act) and an area bounded by a line 3m from the footprint of the Permanent Works
Temporary Works within the above limits which are incapable of being removed or are not desirable to be removed for sound engineering reasons shall be designed so that there will be no risk of ground settlement or other deleterious effects as a consequence of decay of timber or other material. To provide a clear way for future utilities, all Temporary Works that are not to be removed shall be designed to be broken out/cut off to a depth of 2 metres below the finished ground level unless shown otherwise on the Authoritys Drawings. This shall also apply to all secant and diaphragm walls including guidewalls. Details of the construction sequence assumed, identification of the Temporary Works that are not to be removed (if any) and provisions made in the design to satisfy the above requirements shall be detailed on the Temporary Works design drawings. The Temporary Works not being removed shall also be shown on the as-built drawings. 8.17.4 Use of Finite Element or Finite Difference Modelling Techniques Refer to Chapter 6. 8.17.5 Minimum Unplanned Excavation The design shall allow for minimum unplanned excavation in accordance with BS 8002 Clause 3.2.2.2. 8.17.6 8.17.6.1 Temporary Ground Anchorages General The term ground anchorage shall be as defined in BS 8081. Any anchorage which has had an external load applied to it as part of the installation process shall be designed and constructed to be destressed before it is buried or covered by any part of the permanent works. 8.17.6.2 Design Requirements The design of ground anchorages shall comply with BS 8081.
Sept 2002
DC/8/31
All anchorages which are installed either wholly or in part outside the Railway Area or Road Reserve shall be made of non-metallic material or shall be designed to be removable. 8.17.6.3 Testing of Ground Anchorages The following notes shall be shown on the Temporary Works design drawings: The testing of all anchorages shall consist of proving tests, on-site suitability tests and on-site acceptance tests. The method of testing shall be in accordance with the recommended procedures set out in BS 8081. Notwithstanding the requirements given in BS 8081, where anchorages have failed such tests: For every anchorage that has failed, 2 replacement anchorages shall be installed. For every anchorage that has failed, 2 more anchorages shall be tested.
One test shall be carried out for each different stratum where the anchorages are installed.
Sept 2002
DC/8/32
DESIGN FLOOD LEVEL* GL WT* (1) SURCHARGE* (2) EARTH PRESSURE(h) (3) WATER PRESSURE* (6) EARTH PRESSURE (KoZ)
(7) WATER PRESSURE*
RHS SIMILAR (NOT SHOWN FOR BREVITY)
(9) HULL DL (5) SURCHARGE* (KoS) (10) INTERNAL DL
(11) INTERNAL LL
(8) WATER PRESSURE*
ULS COMBINATION FOR STRUCTURES DESIGNED TO SS CP 65 : 1.6(1)* + 1.4(2) + 1.4(3)* + 1.6(5)* + 1.4(6) + 1.4(7)* + 1.4(8)* + 1.4(9) + 1.4(10)
* Adopt max{ WT at GL with surcharge, WT at Design Flood Level without surcharge} ULS combination for structures designed to BS 5400: load factors shall be obtained from Design Criteria Clause 8.8.1.2
FIGURE 8.8.3-A: LOAD COMBINATION 1 MAXIMUM VERTICAL & MAXIMUM HORIZONTAL LOAD
Sept 2002
DC/8/33
RHS SIMILAR (NOT SHOWN FOR BREVITY) GL
(1) SURCHARGE Z (2) EARTH PRESSURE(th) h
(5) EARTH PRESSURE* (KactivetZ 2cKactive)
(9) HULL DL (10) INTERNAL DL
(11) INTERNAL LL WT
ULS COMBINATION FOR STRUCTURES DESIGNED TO SS CP 65 : 1.6(1) + 1.4(2) + 1.0(5) + 1.4(9) + 1.4(10)
* Low lateral load ULS combination for structures designed to BS 5400: load factors shall be obtained from Design Criteria Clause 8.8.1.2
FIGURE 8.8.3-B: LOAD COMBINATION 2 MAXIMUM VERTICAL & MINIMUM HORIZONTAL LOAD (LOW LATERAL LOAD)
Sept 2002
DC/8/34
GL
WT
RHS SIMILAR (NOT SHOWN FOR BREVITY)
(2)EARTH PRESSURE(h) h (3) WATER PRESSURE(wh)
(7) WATER PRESSURE (wZ)
(6) EARTH PRESSURE (KoZ)
(5) SURCHARGE (KoS)
(9) HULL DL (10) INTERNAL DL
(8) WATER PRESSURE (wZ)
ULS COMBINATION FOR STRUCTURES DESIGNED TO SS CP 65 : 1.0(2) + 1.0(3) + 1.6(5) + 1.4(6) + 1.2(7) + 1.0(8) + 1.0(9) + 1.0(10)
ULS combination for structures designed to BS 5400: load factors shall be obtained from Design Criteria Clause 8.8.1.2
FIGURE 8.8.3-C: LOAD COMBINATION 3 MINIMUM VERTICAL & MAXIMUM HORIZONTAL LOAD
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DC/8/35
SURCHARGE GWL
SURCHARGE ABOVE STRUCTURE IF MORE ONEROUS VERTICAL EARTH & WATER PRESSURE (VARYING)
GL
HULL DL INTERNAL DL Ko x v + MAX. WATER Kactive x v 2cKactive + MIN. WATER OR EXCAVATION AS IN P.S.
WATER PRESSURE(VARYING)
FIGURE 8.8.4-A: UNBALANCED LATERAL LOAD COMBINATION 4
Sept 2002
3m
DC/8/36
REFERENCES 1. Harrison T.A. Early-age thermal crack control in concrete (CIRIA report 91). Pile Design and Construction Practice. Viewpoint Publications. Stability of strutted excavations in clay. Geotechnique 6. 1956.
2. Tomlinson M. J. 3. Bjerrum L. and Eide O
Sept 2002
DC/9/1
CHAPTER 9 BRIDGES AND ABOVE-GROUND STRUCTURES 9.1 GENERAL This chapter covers the design requirements for bridge structures and above-ground structures. Bridge structures include road viaducts, flyovers, MRT and LRT viaducts, footbridges and pedestrian overhead bridges. Above-ground structures include all stations other than underground stations, bus shelters, covered linkways, and other similar building structures. The structures shall generally be of reinforced concrete and prestressed concrete construction. Structural steelwork may be adopted for station roofs, bus shelters and covered linkways where applicable. The design of bridges shall utilise prestressed concrete unless otherwise accepted by the Authority. Reinforced-earth retaining structures shall not be used for bridge abutment structures. 9.2 STANDARDS AND CODES OF PRACTICE Bridge structures shall be designed to BS 5400 Part 4 and United Kingdom Highways Agency Departmental Standards (refer to Design Criteria Clause 1.2.2). Other aboveground structures shall be designed in accordance with SS CP 65 and BS 5950 as appropriate. Elements of structures which support both bridges and above-ground structures (either directly or indirectly) shall be deemed to be bridge structures and shall be designed accordingly. All water retaining structures shall comply with SS CP 73 unless otherwise varied by this specification 9.3 ANALYSIS The structure shall be analysed for the loads and effects specified to obtain the most severe combination of forces on every component member. The method and sequence of construction shall be specified in the design and taken into account. Possible imperfections in fabrication and erection shall be considered in the design and the structurally acceptable margins of tolerance shall be clearly specified for critical members and operations. The design shall be in accordance with established good engineering practice and principles and in particular shall satisfy the specified requirements.
Sept 2002
DC/9/2
The design of bridge structures shall satisfy appropriate vibration serviceability requirements as specified in the relevant clauses of BD37/88 and BD 49/93. 9.4 LOADING The following loads and effects shall be considered in the design of all structures: Dead load Superimposed dead load Live load Wind load Temperature effects Restraints at bearings and supports Effects of shrinkage and creep in concrete Erection forces and effects Differential settlement Effects of bearing replacements Collision loads Earth pressures Any other forces and effects arising out of the special nature of any structure, for example, prestressed forces. All design loads shall be in accordance with the loads specified in chapter 3 of the Design Criteria except temperature loads and aerodynamic effects specified in the following clauses. 9.4.1 Temperature loads Temperature loads shall be considered in accordance with BD 37/88 and the following: (a) Temperature Range
For Singapore, the range of shade air temperature corresponding to a return period of 120 years shall be taken as 10C from a mean temperature of 27C and for these shade air temperatures, the extreme
DC/9/3
maximum and minimum mean temperature in the structure given in Table 1 shall be adopted. For a return period of 20 years the shade air temperature shall be taken as 27C 8C and the corresponding bridge temperatures given in Table 1 shall be used. (b) Temperature in Combination with Wind Force
Where forces due to change in temperature are to be considered in combination with maximum wind forces, the temperature range for all types of structure shall be taken as 27C 5C. (c) Temperature Gradient
The effects of local strains resulting from temperature gradients within the structure and parts of the structure shall be calculated from the values of maximum temperature differences given in Table 1 and Fig 1. The effects of temperature gradient need not be considered in combination with maximum wind force. (d) Coefficient of Thermal Expansion
The coefficient of thermal expansion for 1.0C shall be taken as 12x106 for steel and concrete. (e) Temperatures during Erection
For the purpose of taking temperature effects into account at the design stage the temperatures given in Table 1 for a return period of 20 years shall be used. (f) Temperature Range for movement joint
The maximum and minimum mean temperature given in Table 1 for a return period of 120 years are intended to be used in the consideration of main structural elements. Carriageway joints and similar equipment can be considered as having a useful life of approximately 20 years*, and hence the relevant figures given in Table 1 may be used. *Designers must ensure that in adopting this relaxation there is no possibility of excessive forces being transmitted to main structural members should the reduced range of temperature effects be exceeded if the full thermal range occurs. (g) Temperature Range for bridge bearing
Bridge bearings shall be designed for a temperature range of return period 120 years.
Sept 2002
DC/9/5
Table 1 Maximum Temperature Difference (C) for any purpose (See Fig. 1) for Gradients Maximum Reversed Temperature Difference (C) (i.e. when soffit warmer than top of deck), for any purpose
Structure
Maximum and Minimum Values of Mean Bridge Temperature (C)
Return Period 120 Years Maximum Surfaced Unsurfaced Minimum Surfaced & Unsurfaced 21
Return Period 20 Years Maximum Minimum Surfaced UnsurSurfaced Unsur- Surfaced faced faced & Unsurfaced 33 33 23 13.5 15.4 Surfaced Unsurfaced
Concrete slab, and concrete deck on concrete beam or box girders
35
35
8.4
13.7
Note: 120 years figures based on 27 10C shade air temperature 20 years figures based on 27 8C shade air temperature Surfaced means a surfacing of not less than 50 mm thickness on concrete decks.
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DC/9/6
Positive temperature difference Concrete slab or concrete deck on concrete beams or box girders
h 13.5 or 15.4 h1 3.0 or 4.5
Reverse temperature difference

8.4 or 13.7 h1 0.5 or 1.0 h2 h
h2
h3 2.5 or 2.0
1.0 or 0.6
h3 h4
6.5 or 6.7
surfacing
h1 = 0.3h 0.15m h2 = 0.3h 0.10m 0.25m h3 = 0.3h (0.1m + surfacing depth in metres) (for thin slabs, h3 is limited by h-h1-h2)
h1 = h4 = 0.2h 0.25m h2 = h3 = 0.25h 0.2m
surfacing
FIGURE 1: Temperature Gradients
Sept 2002
DC/9/7
9.4.2
Aerodynamic Effects The design of structures, which may be susceptible to aerodynamic effects, shall comply with BD 49/93. In addition, where appropriate, design criteria for such effects shall be specially established, and where necessary, the behaviour shall be proven to be acceptable by testing.
9.5 9.5.1
DESIGN CONSIDERATIONS AND REQUIREMENTS General The following requirements shall be adhered to in the design: (a) A minimum headroom clearance of 5.4 metres shall be maintained across all roads for all structures. The headroom clearance across Malayan Railway Land and Drainage Reserves etc. shall comply with the requirements of the respective authorities. (b) A minimum 2 metres clear horizontal separation shall be provided between the structures of adjacent bridge decks unless stated otherwise. Columns/Piers The spacing of link and legs of link shall not exceed 300mm or 0.75 times the effective depth of the section whichever is lesser. The links shall be of grade 460 steel and the minimum bar diameter shall be 10mm. The design of columns and piers and the assumed construction sequence shall be such that the sway at the top of the columnhead and/or crosshead during erection does not exceed 10mm. The longitudinal sway at the top of column-head and/or crosshead under the applied longitudinal loads (e.g. braking loads) shall not exceed 10mm. (d) Beams The area of nominal tension reinforcement shall not be less than 0.25% of bd when using grade 460 reinforcement where: (i) b is the average breadth of the section excluding the compression flange for T, I and box sections;
(c)
Sept 2002
DC/9/8
(ii)
d is the effective depth to tension reinforcement for T and I sections.
For beams where the depth of the side face exceeds 600mm, longitudinal reinforcement with the minimum area of at least 0.12% of bd shall be provided on each face with spacing not exceeding 300mm and the diameter of the bar not less than 16mm. b is the average breadth of the web and d is the effective depth to tension reinforcement. The link requirement outlined in (c) above shall also be applicable to beams. Where beams are designed to resist torsion, the spacing of links shall not exceed 200mm. (e) Access to void Access to the void of box type sections shall be provided wherever possible. An easily removable access cover to the void shall be provided in each span. Access to void shall also be provided in each cell of a continuous box girder at diaphragm locations to cater for future maintenance and inspection. (f) Slab The spacing of bars shall not exceed 200mm and the minimum diameter of reinforcement bars shall be 13mm. (g) Load Factors for Station Structures Supported by Bridge Structures Where station structures are supported by bridge structures, in determining the load effects of the station structures on the bridge structures, the load factors in BD37/88 for load combinations 1 to 5 shall apply. 9.5.2 Reinforced Concrete The minimum grade of concrete shall be C40. 9.5.3 Prestressed Concrete (a) General The maximum and minimum grades of concrete shall be grade C55 and C40 respectively. The key spanning members of the superstructure of bridges shall be designed as prestressed concrete. All assumptions made in the determination of the design prestress loads, e.g. vertical and horizontal curvature, friction and wobble, shrinkage and creep of concrete, elastic
Sept 2002
DC/9/9
shortening, properties of concrete and prestressing steel, etc. shall be clearly stated in the calculations and on the drawings. Prestressing anchorages shall be detailed such that they are easily accessible for inspection and maintenance. The detailing shall also prevent the accumulation of water and dirt around the anchorage. (b) Serviceability Limit State (i) Modification to clauses 4.2.2(a) and (b) of BS5400 Pt.4 Prestressed concrete elements of bridge structures shall be designed as class 1 under load combination 1 and class 2 under load combinations 2 to 5 respectively. For pedestrian overhead bridges and footbridges, live loads shall be included in load combinations 1 to 5. Prestressed concrete used as station structures that are exposed to the weather shall be designed as class 1 to clause 4.3.4.3 of SS CP 65. Internal elements, which are fully protected from the weather, may be designed as class 2. Modification to clause 6.3.2 of BS5400 Pt.4:
(ii)
(iii)
Clause 6.3.2.2 (b) - Concrete compressive stress limitations at transfer The compressive stresses in the concrete at transfer shall not exceed 0.5 fci or 0.4 fcu (whichever is less) where fci is the concrete strength at transfer and fcu is the characteristic strength. Clause 6.3.2.4 (a) (1) - Cracking under service loads for Class 1 members No tensile stress shall be allowed for Class 1 members, except as indicated in clause 6.3.2.4(b)(1). In the case of bridge structures solely prestressed with pre-tensioned tendons, a tensile stress of 1 N/mm2 is allowed at the simply supported ends of spans under load combination 1; however, additional reinforcement shall be provided and well distributed throughout the tensile zone of the section. Clause 6.3.2.4 (a) (2) - Cracking under service loads for Class 2 members The tensile stresses shall not exceed the design flexural tensile strength of the concrete, which shall be taken as 0.45fcu for pretensioned members, 0.36fcu for post-tensioned members
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DC/9/10
and 0.36fcu for members which are both pre- and posttensioned. Clause 6.3.2.4 (b)(2) - Cracking at transfer and during construction The flexural tensile stress in the concrete should not exceed the following values (but see Clause 7.3.3 of BS 5400: Part 4 for joints in post-tensioned segmental construction); 0.45fci for pre-tensioned members, 0.36fci for post-tensioned members and 0.36fci for members which are both pre- and post-tensioned under all construction load cases, including transfer. Members with pre-tensioned tendons should have some tendons or additional reinforcement well distributed throughout the tensile zone of the section and members with post-tensioned tendons should, if necessary, have additional reinforcement located near the tension face of the member. (iv) Modification to Clause 6.7.1 of BS5400: Pt.4 -Maximum Initial Prestress:
Immediately after anchoring, the force in the prestressing tendon shall not exceed 70% of the characteristic strength for both pre-and post-tensioning. The jacking force shall not exceed 75% of the characteristic strength during stressing operations unless written acceptance of the Engineer has been obtained. 9.5.4 Reduction or Isolation of Vibration In the selection of the structural framework for railway stations, careful consideration shall be given to the isolation or reduction of vibration transmitted from bridge structures to the station structures. Complete isolation shall be adhered to if practical. 9.5.5 Design Surface Crack Width For the serviceability limit state of cracking: (a) Design surface crack width of reinforced concrete bridge structures shall not exceed the values given in Table 1 of BS 5400: Part 4 or 0.2mm whichever is the lesser: Design crack width of reinforced concrete station structures exposed to weather shall not exceed 0.2mm. The minimum conditions of exposure as per SS CP 65 Part 1 Table 3.2 shall be taken as severe for external elements of station structures, and as moderate only for those internal elements of station structures, which are completely sheltered from rain.
(b)
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DC/9/11
9.5.6
Member Shapes and Sizing A prime objective of the design is that the appearance of the finished structures shall be aesthetically pleasing and shall enhance the environment in which it is located. Due attention shall be given at the concept stage of the design to all aspects of the appearance of the structure in order to ensure that the appearance of the final structure as built is neither heavy nor bulky, but is rather slender and graceful, and in harmony with environment. The concept design shall be submitted in order to demonstrate to the acceptance of the Engineer that this objective will be met, before proceeding to detailed design. In sizing the structural members, the Contractor shall fulfill the following conditions: (a) Change in sectional depth, (if necessary) shall be gradual. No abrupt change in sectional depth shall be allowed for any part of the structure. (b) A change of shape of section, other than that due to varying depth, is generally unacceptable. A uniform shape shall be adopted throughout the length of the structure to give a pleasing appearance. For road bridge structures with constant beam depth, the beam depth shall not exceed 2.2m (inclusive of deck) for normal spans of up to 40m under normal circumstances. In exceptional cases, where this beam depth has to be exceeded, the Contractor shall obtain the written acceptance of the Engineer, prior to submission of tender. For road bridge structures with variable beam depth, the beam depth shall be agreed with the Engineer. The column sizing shall be done such that it gives an appearance of a slender structure proportionate to the superstructure. Wall like columns are generally displeasing to the eye and should be avoided.
(c)
(d) (e)
9.5.7
Precast Segments The design of the precast segments match cast with dry joints shall be such that there is a minimum 2.0 N/mm2 compressive stress across the whole section of the precast segment under all load combinations. The design of the precast segment match cast with epoxied joints shall allow for a minimum 1.0 N/mm2 compressive stress across the whole section of the precast segment under all load combinations except that a minimum of 1.5 N/mm2 compressive stress shall be required across the insitu stitches of the precast segment under all load combinations.
Sept 2002
DC/9/12
Shear key provision shall be in accordance with the requirement in Guide Specifications for Design and Construction of Segmental Concrete Bridges. 9.5.8 9.5.8.1 Piled Foundation General Pile foundation shall be used for pedestrian overhead bridge structures unless otherwise approved by the Authority. The effects of foundation settlements on the structures shall be allowed for in the design. The calculated differential settlement for Serviceability Limit State (SLS) between adjacent piers shall not be greater than 1/1200 times the span length or 25mm whichever is the lesser. Generally, a single row of piles is not acceptable, where the piles are subjected to bending moment. If a single row of piles is proposed, the Contractor shall obtain the written acceptance of the Engineer, which will only be given in exceptional circumstances. The top of the footings/pilecaps shall be at least 1.0m below the finished ground level. 9.5.9 Piers Piers shall be designed to withstand the dead and live loads superimposed thereon, wind pressures acting on the pier and superstructure, longitudinal forces due to bearing restraint, fixity, etc, moments and forces due to dimensional tolerances and possible constructional inaccuracy. The piers shall also be designed to resist a minimum horizontal force of 5% of the nominal vertical loads which consist of the permanent vertical load and 1/3 Type HA loading on one notional lane in each direction. This is to ensure some rigidity and stability to the entire structure. 9.5.10 Abutments Abutments shall be designed to be safe against sliding on the footing base with a factor of safety of not less than 2.0. When checking against sliding and overturning, the effects of filling material in front of the abutment shall be neglected. The characteristic earth pressure used for the design of the abutment walls shall be the at rest earth pressures. Approach (Transition) Slab The design shall provide an approach (transition) slab behind each bridge abutment or approach structure to give a smooth transition from
9.5.11
Sept 2002
DC/9/13
a rigid structure to a flexible structure as specified in Chapter 6 of the Design Criteria. 9.6 9.6.1 BEARINGS General With the exception of those used only for pedestrians, all bridges shall use only confined elastomeric bearings (mechanical pot bearings). The manufacture, installation and performance of the bearings shall strictly comply with the M & W Specification Section 15. For bridges used only for pedestrians, pot bearings are acceptable, but other bearing types may be proposed subject to the acceptance of the Engineer. The design of the bridge shall as far as possible minimise the number of bearings so as to reduce future maintenance. Consideration shall be given for the easy maintenance and replacement of bearings. Bearings for railway bridges shall be designed to accommodate the derailment loads specified in clause 8.5 of BD 37/88. The corresponding viaduct rotation under derailment loads shall be controlled to minimise damage to viaduct elements. 9.6.2 Bearing Replacement Bearings shall be designed so that the deck can be jacked off the column heads without the need for temporary works to accommodate bearing replacement. The bridge supports (columns, column heads etc.) and the deck (diaphragms etc.) shall be designed accordingly to accommodate this. The design shall ensure that sufficient space has been allowed for the placement of jacks for future replacement of the bearings on the supporting structure without the necessity for erection of temporary support. Drawings showing the details of the replacement of bearings shall be produced as part of the design drawings. 9.7 9.7.1 MOVEMENT JOINTS FOR DECKING SLABS Definitions a) The term movement joint covers all types of permanent joint or hinge throat which allows expansion, contraction or angular rotations to occur. The term fabricated movement joint covers proprietary manufactured assemblies designed to carry traffic smoothly over movement joints and seal them against the ingress of water and debris.
b)
Sept 2002
DC/9/14
c)
The term movement joint formed in place covers the measures taken in the course of construction to permit adjacent structural members to move relative to each other without damage.
9.7.2
General Movement joints for road viaducts, flyovers, and bridge structures shall be heavy-duty surface mounted mechanical system with bolts and reinforcement embedded in the bridge deck. They shall be provided along the full width of the bridge deck including the parapets, strictly in accordance with the manufacturers recommendations. The design of the bridge shall minimise the number of movement joints on the deck as far as possible to reduce future maintenance. Nevertheless, movement joints with movement capacity greater than 100mm shall not be used. Movement joints in railway station shall be located so as to avoid damage to the architectural finishes. They shall accommodate shrinkage, creep and thermal effects. They shall be designed to be easily maintained and replaceable.
9.7.3
Movement Joints The Contractor shall submit to the Engineer, for acceptance, details of the joints he proposes to use. When submitting the details of expansion joints, the size, length and spacing of the holding-down bolts shall be given, together with calculations recording the movements for which the proposed joints have been designed, deriving the resulting loads generated by the joints in accommodating these movements, and demonstrating that the bridge structure is capable of withstanding these movements and loadings. A detailed drawing clearly indicating the various dimensions and sections of the joints shall be submitted to the Engineer for acceptance. Movement joints shall be either completely sealed to prevent ingress of water and granular material, or alternatively, provision shall be made for carrying away any water and granular material penetrating the joint. Movement joints shall be designed to enable maintenance to be carried out with ease, and parts liable to wear shall be easily replaceable. Any significant area of a movement joint exposed at road level shall be surface treated to prevent skidding. Movement joints shall not unduly impair the riding quality of the surrounding road surface for vehicular traffic, nor shall the passage of
Sept 2002
DC/9/15
vehicular traffic cause undue noise or vibration. The size of any open gap on the riding surface of the joint shall not exceed 50mm. Wherever it is appropriate, movement joints for structures shall be designed so that the passage of pedestrians and cyclists is not impeded. 9.8 WATERPROOFING AND MECHANICAL IRRIGATION SYSTEM FOR FLOWER TROUGH IN ROAD VIADUCTS AND PEDESTRIAN OVERHEAD BRIDGES A waterproofing agent shall be applied to the inner surface of the flower trough as specified in Chapter 13 of the M & W Specification. The waterproofing material shall be submitted for Engineers acceptance. The design, supply and installation of the mechanical irrigation system for flower troughs in road viaducts and pedestrian overhead bridges shall comply with the requirements of the National Parks Board. The hydraulic calculations shall be submitted to the relevant authority for approval. 9.9 9.9.1 PARAPET SYSTEM ON VEHICULAR BRIDGES AND PEDESTRIAN OVERHEAD BRIDGES General The design of parapet systems for bridges shall satisfy the requirements of the British Standard Code of Practice BS 6779: Part 1 to 3, BD 52/93 and the details shown on the Authoritys Drawings. Dimensions shown on the Authoritys Drawings shall take precedence over those specified in the BS 6779: Part 1 to 3 and BD 52/93. The design of bridge parapet systems shall generally conform to the BS 6779: Part 1 to 3 and BD 52/93 with the following exceptions: a) Of the six groups of bridge parapets outlined in BD 52/93, only three groups of parapets, namely Groups P1, P4 and P6 shall be used as follows: Group P1 With the exception of bridges over high-risk locations such as MRT and railway lines, group P1 vehicle parapets shall be used for all road bridges. Pedestrian parapets in vehicular bridges and pedestrian overhead bridges where there is no chance of being hit by errant vehicles.
Group P4 -
Sept 2002
DC/9/16
Group P6 -
High containment parapets for bridges carrying roads over high-risk locations such as MRT and railway lines.
b)
Only 2-rail aluminium alloy railings mounted on a concrete parapet for Group P1 vehicle parapet and a full height concrete parapet for Group P6 high containment parapet shall be used. Parapet railings including posts shall be of aluminium alloy for group P1. Parapet railings including posts shall be of aluminium alloy or stainless steel for group P4. All fixing bolts shall be of high-grade stainless steel metal with minimum yield strength of 450 N/mm2. Group P1 vehicle parapets and Group P6 high containment parapets shall have a minimum height of 1.5m above the adjacent paved surface. The width of the adjoining paved surface between the traffic face of the parapet and the edge of the carriageway hardshoulder or verge shall be 300mm for arterial roads and 600mm for semi-expressways and expressways. A 75mm splayed kerb shall be provided behind the edge of hardshoulder. The adjoining paved surface shall fall towards the top of the kerb. For the purposes of calculating the vehicular impact loading as specified in Clause 7.1 of the BS 6779:Part 3, the effective longitudinal member for the concrete panel alone shall be taken as 1 irrespective of the height of the panel for Group P1 parapets.
c)
d)
e)
f)
9.9.2
Additional Design Requirements on Vehicular Bridge Parapets To prevent vehicles on the bridge approaches from striking the end of a vehicular bridge parapet, safety fences shall be provided. When the safety fence is not connected to the parapet, it should be arranged to overlap the end of the parapet by not less than 300mm on the traffic side. Where there is a risk of the back of the fence being struck by a vehicle leaving the opposing carriageway, the fence shall have a rail on each side of the posts. The supports for gantries, directional and information signs etc. shall be integrated with the bridge parapet. The shape of supports must blend in with the profile of the bridge and shall be subject to the approval of the Engineer.
Sept 2002
DC/9/17
9.10
THERMAL RAIL FORCES Provision shall be made for horizontal transverse and longitudinal forces due to temperature variation in the rail on railway bridges. The forces shall be applied in a horizontal plane at the top of the low rail as follows: (1) Transverse Force: The transverse force (T) per linear metre of structure per rail shall be determined by the following formula: T= 535/R (KN) Where R is the radius of rail curvature in metre. (2) Longitudinal Force: A longitudinal force of 180 kN per rail shall be applied to the first 3 columns or piers adjoining any abutment or cross-over structure.
9.11
RAILWAY DECK FURNITURE, DRAINAGE AND WATERPROOFING The railway deck furniture, drainage and waterproofing system shall be designed for all effects and requirements of the railway including 25mm vertical lift for bearing replacement as specified in M & W Specification Section 15. The extra 10mm vertical lift is in addition to 15mm limiting vertical lift for railway bridge beams as specified in M & W Specification Section 15 is the tolerance required for bearing replacement.
9.12
ELECTRICAL AND MECHANICAL REQUIREMENTS Electrical and Mechanical (E&M) requirements must be considered in the development of all structural designs. Such consideration should include the following: (a) The incorporation of stray current corrosion control systems for railway bridges by provision of a continuous conductor for stray currents to return to the substations in order to reduce the possibility of stray direct currents entering the viaduct structure. The incorporation of an adequate water drainage system for all structures. Reinforcement in the plinth and deck designed to avoid interference with attenuation of the signalling circuits of railway viaducts.
(b) (c)
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DC/9/18
(d)
Special care shall be taken over the location of gullies at points and crossing areas of railway bridge structures.
E&M requirements are liable to change as the design of various E&M contracts are developed. The design shall be co-ordinated with the E&M Contractors and shall incorporate their final requirements, and show them on final design and working drawings. All E&M details shall be subject to the approval of the Authoritys E&M Department.
Sept 2002
DC/10/1
CHAPTER 10 ROADS 10.1 GENERAL The Authoritys Drawings showing the road alignment, typical sections, traffic plans shall be used as a basis for the design of the alignment. The alignment shown conforms to the Design Criteria but the designer may propose minor deviations within the criteria to suit his construction proposals, minimise conflict with existing structures and utilities and from geotechnical, environmental and land use considerations. The design shall comply with functional requirements stipulated in this Chapter. The Designer shall prepare detailed plans showing site layout, longitudinal sections, cross-sections, superelevation, setting out, drainage system, traffic plan and detailed drawings necessary for the construction of the roads, interchange and road intersections. The design shall comply with the desirable requirements unless due to constraints, the use of absolute minimum values may be allowed subject to the Authoritys approval. 10.2 ROAD PAVEMENT The Designer shall use the flexible and rigid pavement design and all road related facilities given in the Standard Details of Road Elements. A copy of this Standard Details of Road Elements can be purchased from the Authoritys Contracts (Tender) Department.
Sept 2002
DC/10/2
10.3
ROAD GEOMETRY The geometric design of road shall be as follows:-
10.3.1 10.3.1.1
Horizontal Alignment Main Carriageway Expressway (a) Design Speed, (km/h) (b) Desirable Minimum Radius, (m) (c) Absolute Minimum Radius, (m) (d) Desirable Maximum Superelevation (e) Absolute Maximum Superelevation Notes:
*1 *2
Arterial Road Major Minor 70 60
90 *1 80 *2 355 (for 90 km/h) 265 (for 80 km/h) 335 (for 90 km/h) 250 (for 80 km/h) 5% 6%
200 190 5% 6%
140 135 5% 6%
apply to at-grade and elevated structures apply to tunnel, underpass and depressed section
10.3.1.2
Interchanges Ramp & Loop, Turning Roadway/Slip Road Expressway to Expressway (a) Minimum Design Speed, (km/h) (b) Minimum Radius, (m) (c) Absolute Maximum Superelevation 60 135 6% Others
50 90 6%
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DC/10/3
10.3.2
Horizontal Sight Distance Minimum Sight Distances Design Speed (km/h) 40 50 60 70 80 90 Height of eye (m) Height of object (m) Stopping Sight Distance, Ds (m) 40 60 80 100 120 150 1.15 0.20 Intermediate Sight Distance (m) * 2Ds 1.4Ds 80 120 160 200 240 300 1.15 1.15 55 85 110 140 170 210 1.15 0.20 Overtaking Sight Distance (m) 150 200 300 350 450 600 1.15 1.15
* For crest vertical curve, the provision of 1.4 times Ds for an object of 0.2m in height is equivalent to the provision of 2 times Ds for an object of 1.15m in height. Notes: (i) Minimum sight distance for 2 lanes, 2-way roads shall be the intermediate sight distance of 2 times Ds if the overtaking sight distance cannot be achieved.
(ii) Where intermediate sight distance cannot be obtained, stopping sight distance shall be used. (iii) The desirable minimum sight distance for divided roads is 1.4 times Ds, where Ds can be the absolute minimum value. (iv) Overtaking sight distance is not necessary on divided roads.
Sept 2002
DC/10/4
10.3.3 10.3.3.1 10.3.3.1.1
Vertical Alignment Grades Expressway & Arterial Road Minimum Grade Desirable Maximum Grade Absolute Maximum Grade 0.4%* 4% 8%
Other Roads 0.4%* 6% 10%
* i) When Flush kerb is used, the minimum grade of less than 0.4% can be used. ii) For built up area, the minimum grade of less than 0.4 % can be used to tie in with surroundings. 10.3.3.1.2 Critical Grade Length Gradient (%) 3 4 5 6 7 8 9 10 Notes : (i) A portion of the vertical curves is included in the computation of grade length. Critical Grade Length (m) 500 350 250 210 180 150 140 120
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DC/10/5
(ii)
For the crest and sag vertical curves where the algebraic difference in grades is appreciable, a quarter of the vertical curve length is considered as part of the constant grade length. For other vertical curves where two tangents to the vertical curve are of the same algebraic sign and the algebraic grade difference is less than 6, its measurement of the grade length is made between the points of vertical intersection.
(iii)
10.3.3.2 10.3.3.2.1
Vertical Curves-Sight Distance Crests L = Length of Vertical Curve (m) where Ds = Minimum Stopping Sight Distance(m) he = Height of eye = 1.15 m ho = Height of object = 0.20 m A = Algebraic grade difference (%) (b) (a)
For L > D s L = 200
Ds2 A he + ho
For L < D s 2 200 he + ho L = 2Ds A
10.3.3.2.2
Sags (a) (i)

For Headlight Criteria For L > Ds L= Ds 2 A 150 + 3.5Ds
Ds = Minimum Stopping Sight Distance(m) a = 0.05g m/sec2 and headlight height = 0.75m. Beam of light 1o upward divergence from longitudinal axis of vehicle. A = Algebraic grade difference (%) v = Design Speed (km/h) g = 9.81 m/s2
(ii)
For L < Ds 150 + 3.5D s L = 2Ds A
(b)
For Comfort Criteria L= v2A 1296a
Sept 2002
DC/10/6
10.3.4
Vertical Curves Vertical curves are provided whenever there is a change in grade. The symmetrical simple parabolic curves are preferred for vertical curves as they give a constant rate of change in grade throughout the curve. The length of the vertical curve must also provide for sufficient visibility and comfort requirements.
10.3.5
Compound Curves Wherever possible, compound curve shall be avoided in favour of a simple long curve. If it is not possible, the radius of the flatter curve shall not be greater than 50% of the sharper curve.
10.3.6 10.3.6.1
Reverse Curves and Broken-Back Curves A reverse curve consists of two curves of opposite hand with a common tangent point. Reverse curves using transition curves are acceptable. However, reverse curves using plain circular curves shall be avoided unless large radii as specified in Clause 10.3.10.1 are used. Where it is unavoidable to have two circular curves of opposite hand close together, they shall be separated by a tangent of sufficient length for the development of the superelevation. The minimum length required for the development of superelevation is specified in Clause 10.3.10.3. Broken-back curves consists of two curves of the same hand joined together by a short stretch of tangent. Where possible, broken-back curves shall be replaced by a single curve or a compound curve if it is not feasible. The length in metres of the tangent shall not be less than 3 times the design speed in km/h. Corner Radius The corner radii provided at an intersection have a considerable effect on the operation and safety of the intersection. In residential areas where the volumes of buses and trucks are low or negligible, the minimum radius of 6m is usually sufficient. For driveways leading to residential houses, the radius may be reduced to 3m if the encroachment made by the turning passenger car does not affect the through traffic significantly. At busy intersections with substantial volumes of heavy vehicles, a turning radius of more than 12m shall be provided. Provision of larger radius would minimise the need for the heavy vehicles to swing out of the lane to make a turn.
10.3.6.2
10.3.7
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DC/10/7
10.3.8
Cross Slope The cross slope of traffic lanes and shoulders of straight sections for expressways and other roads to facilitate efficient surface run-off shall have a desirable cross slope of 1 in 30 and absolute minimum cross slope at 1 in 36. The cross slope can be at 1 in 48 for the tunnel section not exposed to rain.
10.3.9 10.3.9.1
Transition Curves Transition curves shall be used between straight lines and circular curves or between curves of different radii. The formula to generate transition curves can be obtained by calculating the transition length and shift as follows:-
V3 L = 46.7qR
where S L V R q
S=
L2 24R
= Transition shift (m) = Transition length (m) = Design speed (km/h) = Radius of horizontal curve (m) = Rate of change of centrifugal acceleration (m/s3)
The rate of change of centrifugal acceleration shall be set at 0.3 m/s3. 10.3.9.2 Transition curves are not required if the radius is equal or more than that shown below: Design Speed (km/h) 90 80 70 60 50 40 Radius (m) 910 720 550 410 285 180
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DC/10/8
10.3.10 10.3.10.1
Superelevation The desirable superelevation can be derived from the following equation:
e+f = where
V2 127R
e = Superelevation V = Design Speed (km/h) f = Coefficient of Friction Factor R = Radius of horizontal curve (m) Design Speed, V (km/h) Coefficient of Friction Factor, f 50 0.16 60 0.15 70 0.14 80 0.14 90 0.13
Note: In cases where negative superelevation or positive superelevation lower than the normal cross slope is derived, the desirable superelevation shall be pegged at the cross slope as specified in Clause 10.3.8 with the fall made to slope towards the inner radius of the carriageway. 10.3.10.2 For curves of large radii, superelevation shall not be required. For curve radii smaller than those specified below, the adverse cross slope or camber shall be eliminated. Eliminate Adverse Cross Slope if Radius (m) Design Speed (km/h) is Less Than 90 80 70 60 50 40 10.3.10.3 2300 1800 1400 1000 700 500
Where transition curves are provided, superelevation or removal of adverse cross slope shall be effected along the length of the curve. For 2 simple circular curve, about 3 of the superelevation shall be introduced on the tangent approach and the remainder on the curve.
Sept 2002
DC/10/9
10.3.10.4
For rotation of pavement to attain superelevation, the development of the minimum length of superelevation shall satisfy the larger value of the two formulae: (a)
L1 =
e1 e 2 V 0.09
and
(b)
L 2 = e1 e 2 x100 xW
where L1 , L2 Ie1 e2I
= Superelevation Development Length (m) = Cross Slope or Superelevation at ends of the development length (m/m) (e.g. 1/36 = 0.0278) = Design Speed (km/h) = Maximum width of pavement from axis of rotation to edge of running lane (m)
V W
L1 is related to the rate of rotation and L2 is the relation change in grade between both edges of a pavement during development of superelevation and is kept below 1%.
10.3.11 Combined Vertical and Horizontal Alignment
In order to avoid undesirable effect of poor combination of vertical and horizontal curves together or separately, the following principles shall be observed wherever possible: (a) (b) The point of tangency for vertical and horizontal curves shall be made to coincide. When condition (a) above cannot be met, it is desirable that the vertical curve shall be completely within the horizontal curve and the mid-points are common. If the mid-points are unable to coincide, at least a major portion of the vertical curve shall be inside the horizontal curve and the separation of mid-points of both curves shall be less than 0.25 times the length of the horizontal curve. Both horizontal and vertical curves shall be kept as long as possible and where both are present, they shall not be considered separately.
(c)
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DC/10/10
10.3.12
Lane Width
10.3.12.1
Main Carriageway The basic elements to be considered in deciding the lane width are the width of design vehicles, the lateral clearance to roadside objects and the design speed. The normal lane width for a major road is 3.4m. Restricted lateral clearance due to roadside kerb and lighting columns has the effect of reducing the lane capacity as the driver tends to shy away from side clearance. It is desirable to add 0.3m to the kerb lanes to cater for this side friction. At intersections, additional lanes may be required for turning movements and the junction may need to be widened. In such situation, the lane width may be reduced to 3m. Recommended desirable lane widths are as follows: Road Type Expressway Others Inner Lane (Non-kerb side ) 3.7m 3.4m Outermost Lane (Kerb-side) 3.7m 3.7m
10.3.12.2
Turning Lane The right-turn lane at the intersection is to provide storage space for turning vehicles so as not impede the main traffic flow. The width of storage lane for right turning traffic shall be at least 3m with a minimum 1.2m wide divider separating the lane from the opposing traffic flow. The storage lane shall be 70m long or sufficient to store the likely number of vehicles, whichever is the greater, at any interval waiting to complete the turn. A minimum of 30m taper is required for this transition.
10.3.12.3
Turning Roadway The width of the turning roadway to be provided would depend on the radius of curvature and the design vehicle under consideration. The minimum width of a single-lane roadway shall be 5.5m to allow for the passing of a properly parked stalled vehicle. For two-lane turning roadway, a width of 7.4m would normally suffice. However, for a single and two-lane road where high volume of heavy vehicles is expected, the pavement width must be designed to allow for passing of a properly parked stalled vehicle of the same size.
10.3.13
Traffic Island
The desirable minimum size of a physical traffic island shall be 10m2 to enable the island to be clearly seen. The dimension of the traffic island shall be at least 3m for the throat width and 5m for the side width. In no
DC/10/11
case, shall the island be less than 5m2. However, where there is a high concentration of pedestrian movement at that location, the traffic island shall be increased accordingly to accommodate the requirement. Where a channelising island has an area of less than 5m2, it shall not be a physical island but a paint-marked island.
10.3.14 Road Cross-Section Element
10.3.14.1
The details of the road cross-section elements such as lane widths, centre median width, paved shoulder, sidetables, drains and landscaping, etc. shall be in accordance to the Authoritys Drawings and the Standard Details of Road Elements. Paved shoulder shall be provided for all expressways as specified in the Authoritys Drawings and the Standard Details of Road Elements. For a two-lane and three-lane expressway on structures (elevated, atgrade, tunnel, depressed road), the shoulder width shall be 2.75m and 2.5m respectively next to the slow lane and 0.9 m shoulder width next to the fast lane. Sidetables for services, drains and landscaping shall be provided outside the shoulder of the expressway or the carriageways of other categories of roads as specified in the Drawings. The sidetables shall be turfed and sloped as shown in the Drawings. For roads other than the expressway or ramps and loops, unless otherwise specified, drains shall be slabbed over to double-up as footways. Where kerbs are provided along the edge of carriageway, UPVC pipe with drop inlet chambers at 6m interval shall be provided to drain the surface water to the roadside drain. However, at the low point of a sag curve, the spacing of the drop inlet chamber shall be at 3m interval for a distance of 30m measured between the points 15m from either side of the lowest point. For new roads, no split levels for the centre median shall be allowed unless otherwise specified by the Authority.
Exits and Entries at Interchanges
10.3.14.2
10.3.14.3
10.3.14.4
10.3.15
10.3.15.1
Exits and entries at interchanges shall be designed for safety and efficient operation. At these points, suitable length of acceleration and deceleration lanes shall be provided along the expressway. Taper-type speed change lanes shall be used. Taper length for one-lane acceleration/deceleration lane shown in the Standard Details of Road Elements shall be used. Minimum distance between successive exits/entrances measured from nose to nose along an expressway shall be as follows: (a) Between successive acceleration lanes 550m
10.3.15.2
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DC/10/12
(b) (c) (d) 10.3.15.3
Between successive deceleration lanes Between acceleration and deceleration lanes Between deceleration and acceleration lanes
410m 550m 50m
The instances given in Clause 10.3.15.2 shall also be checked to ensure that the minimum length for speed change and weaving traffic, where applicable, are satisfied. The above requirements shall also be applicable to other roads where the exit and entry are on bridge structure, viaduct, depressed road and road tunnel/underpass. Exits at Interchange Expressway Minimum length for the visibility of off-ramps includes nose area measured from start of offramp taper 400m Other Roads 150m
10.3.15.4
10.3.15.5
10.4
VEHICULAR IMPACT GUARDRAIL
10.4.1 10.4.2
Vehicular impact guardrails shall be provided along the edges of the expressway as shown in the Standard Details of Road Elements. For other roads, the vehicular impact guardrail shall be provided as follows: (a) Fill slopes Where there is a difference in level between the top of the slope and the toe of embankment of more than 1.5m and less than 10 metres from the top of the slope to edge of carriageway. On the outer curve of carriageway where the desirable minimum or minimum radius of the carriageway as stipulated in Clause 10.3.1 is used. On both sides of curves where downhill grade is greater than 5%.
(b) Curves
(c) Grades
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DC/10/13
(d) Bridge approaches, other hazards and important installation (e) Open drain
At approaches to bridges and parapet walls, other hazards and important installations such as gantry sign supports, bridge piers/columns, pedestrian overhead bridge, etc. which is less than 4.5m from the edge of carriageway. Internal width exceeding 3m and is less than 10m from edge of carriageway.
Note: In addition to the compliance with the above requirements, the design shall also take into consideration the need to provide adequate protection at areas where the safety concerns of pedestrians, motorists and buildings are envisaged.
10.5 CLEARANCE TO STRUCTURE
10.5.1
For at-grade, minimum lateral clearance from edge of road pavement to structures and the vertical clearance are specified below: Minimum Lateral Clearance
Type of structure/obstruction Expressway Other Roads
a) Pedestrian overhead bridge (column, staircase, landing, etc.)
3.0m 1.2m at centre median
3.0m 1.2m at centre median
b) OG boxes, lamp posts, etc. Other than those specified in a) & b).
1.8m 6.0m
0.6m 6.5m
10.5.2 10.5.3
For elevated structure, minimum lateral clearance between edge of elevated structures and obstruction shall be 2 metres. For Tunnel/Underpass/Depressed Road, minimum lateral clearance between inner wall and edge of road pavement for extreme left lane and extreme right lane shall be 1.8 metres and 1.3 metres respectively. Minimum vertical clearance from pavement to structures is 5.4m for expressway and other roads.
10.5.4
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DC/10/14
10.6
KERBS
Standard kerb sections as shown in the Standard Details of Road Elements shall be used for the design. Kerbs formed by kerb extrusion machine are preferred.
10.7 WALL OPENING/VEHICULAR BREAKDOWN LAY-BY/EMERGENCY STAIRCASES
10.7.1
For long tunnel and viaduct, the minimum number of cross passages to facilitate traffic diversion during emergency, vehicular breakdown lay-by and emergency staircase for pedestrian safe access to the ground shall be provided at a regular interval as shown below. Maximum interval (m) Provision
L= Singlecell tunnel length (m) L 800 400 L= Twin-cell tunnel length (m) 800>L 200 100 L 800 400 100 400 L= Viaduct length (m) 2400>L 1200 L 2400 1200 -
Cross-passage for vehicular turning with minimum 12m width Cross-passage for pedestrian with minimum 1.1 m width Pedestrian emergency staircase with minimum 1.1 m width Vehicular breakdown lay-by with minimum size of 22m by 3m width with 18m tapers if shoulder width is less than 2.0m.
400
400
600
600
Notes: (i) Vehicular cross-passage, vehicular breakdown lay-by and emergency staircase shall be located at the same chainage wherever possible. Wherever possible, the vehicular cross-passage shall be located near the off-ramp on viaduct or tunnel to facilitate the efficiency of traffic diversion during emergency situation. The length of viaduct or tunnel shall be defined as the total length along one direction of the carriageway between the upstream and downstream physical nosings where the viaduct or tunnel meets the at-grade road. In addition to the compliance with the above requirements, the design shall also take into consideration the sight distance
(ii)
(iii)
(iv)
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DC/10/15
requirements, operational need, slopes and other factors that may affect the functioning of the provision.
10.8 10.8.1 ROAD MARKING AND SIGNAGE Carriageway Markings
10.8.1.1 10.8.1.2
Carriageway markings shall be visible on day, night and raining days. The width of longitudinal lines shall be 100mm except when the lines are used to divide a carriageway for dual traffic flows, then its width shall be 150mm wide. The longitudinal roadline markings that are used in Singapore are shown in the Standard Details of Road Elements. Transverse lines shall be used at intersections. At uncontrolled junctions, a single transverse white line shall be used to supplement any traffic sign. The details are shown in the Standard Details of Road Elements. Painted symbols shall be used to guide traffic into proper traffic streams: These symbols are: a) Arrows The arrows are standardized as illustrated in the Standard Details of Road Elements. They are to be aligned in the centre of traffic lanes. At signalised intersections, arrows shall be laid about 15m before the stop-line and also at regular intervals of 15 to 30m sufficiently far in advance of the intersection to enable drivers to select appropriate lanes on approaching the intersection. b) Chevron Markings The types of white chevron markings shown in the Standard Details of Road Elements shall be painted ahead of the nose of traffic channelising islands or at the nose at exit ramps to indicate the divergence of the traffic lane. They shall also be used after channelising traffic island at the confluence of merging traffic or at the entry ramp to the expressway. Chevrons shall have arms at as close to 450 to the direction of traffic flow as possible with their apex pointing to the approaching traffic.
10.8.1.3
10.8.1.4
10.8.1.5
Written messages on road pavements if used, shall consist of not more than three words for any one message. These words shall read away from the approaching driver with spacing of one and one-half times the
Sept 2002
DC/10/16
letter height. Alphabets shall be elongated, the horizontal strokes shall be doubled in width and the diagonal strokes increased to one and onehalf times the vertical strokes. Only upper case letters shall be used. Standard messages used are STOP, HALT, SLOW, RIGHT TURN ONLY, LEFT TURN ONLY, BUS STOP, TAXI ONLY, etc. Recommend letter heights are given in the Standard Details of Road Elements.
10.8.2 Road Signs
10.8.2.1
Traffic signs shall fulfil the following requirements: a) b) c) Be sufficiently striking to enable road users to see, read, understand and take appropriate action with safety. Be visible at all times of day, night and raining days. Be located so as to provide road users with sufficient time to take the necessary action safely and without the road users attention being unduly diverted from the road situation.
10.8.2.2
The signs shall be classified according to its use: (a) Regulatory Sign: imposes legal restrictions applicable to particular locations which are usually unenforceable in the absence of such signs. Warning Signs: calls attention to hazardous conditions that otherwise would not be immediately apparent. Information Signs: includes route directional and information sign.
(b) (c) 10.8.2.3 10.8.2.4
The Contractor shall refer to the Highway Code of Singapore for Regulatory and Warning signs. Directional Signs shall comprise the following: a) Advance Directional Signs inform road users of the routes ahead before they reach an interchange or road intersection. Advance Directional Signs are repeated along expressways. Directional Signs give route information at a road intersection or an interchange. The colour code for the Directional Signs shall be as specified in the Standard Details of Road Elements and Clause 10.8 of this chapter.
b)
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DC/10/17
10.8.2.5
Stack-type of Advance Direction Signs shall be used for the expressway and other roads. A minimum of three signs shall be used along each expressway approach to an interchange or road intersection. The first sign shall be located 600m before an interchange or intersection. The second sign shall be located 300m from the nosing of the exit of the interchange or road intersection and the third sign located at the nosing. For other roads, the first sign shall be at 150m from the nosing and the second sign at the nosing. The letter type used is similar to the Transport Heavy type used in the United Kingdom. These letters are shown in the Standard Details of Road Elements drawings. The sizes to be used for the different category of roads are identified by the x-height of the letter. All Advance Direction and Direction Signs shall comply with Clause 10.8.
INFORMATION SIGNS Introduction
10.8.2.6
10.8.2.7
10.9 10.9.1
10.9.1.1
All information signs are designed and installed in accordance with the general guidelines laid down in this clause. This clause outlined the general principles to be observed, the types of information signs including their functions, colour codes and siting distances, for all categories of roads in Singapore. This clause documents in greater details of the actual design of information signs. Its emphasis will be to recommend suitable dimensions for important factors such as letter and word spacings, arrows, their arrangement within a given sign and the provision of joints for a given size of sign.
Design Considerations
10.9.1.2
10.9.2
10.9.2.1
In designing information signs, the principal considerations include the letter type adopted, sign legibility and the number of joints for a given size of sign. Letter Type Only one type of letter is used in all the information signs. The letter type we have adopted is the rounded block script. This is relatively more intelligible than serif scripts or pure block letters. All words forming the legend on a sign are depicted by an upper-case letter, followed by lower-case letters. This form of representation is better than the use of entirely upper-case letters as they can be recognised more quickly from a distance. However, all upper-case letters are also used to form a legend in a sign such as street name and short form of all expressway ie PIE, ECP, CTS, BKE, etc.
10.9.2.2 10.9.2.2.1
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DC/10/18
10.9.2.2.2
Figure 1 illustrates the letter type and numerals adopted. Note that the upper-case letters are generally of the same height as lower-case letters with ascenders. Table 1 summaries the width of the letters and numerals for use in the design of sign. Sign Legibility The key factors influencing sign legibility are: (a) (b) (c) (d) (e) the size of letter - height and width the stroke-width letter and word spacings, both horizontal and vertical width of the sign border arrow Table 1 : Width of letters and numbers
10.9.2.3 10.9.2.3.1
Numeral/ Others
LETTER Upper-Case 1 Lower-Case i, l J f, r, t, z
WIDTH (mm) + 5 10 12.5 15
2, 3, 5, 6, 7
E, F, J, L, T, Z
a, b, c, d, e, g, h, k, n, o, p, q, s, u, x v, y
4, 8, 9, 0, /
B, D, K, S, P, R A, C, G, H, N, O, Q, U, V, X, Y & M, W
17.5 20
22.5 m, w 25
+ For x-heights of 100mm, 150mm, 250mm & 300mm, the actual width of the letter of numeral will be multiplied by 4, 6, 10 & 12 respectively.
Sept 2002
DC/10/19
10.9.2.3.2
Letter Size The smaller the letter size, the longer the time required to decipher the message. The driver is thus forced to avert his eyes from the road for a longer period of time than is desired for safe driving. Hence a value called the x-height is specified for the lower-case letters and it is dependent on the category of road on which the sign is installed and also on the type of Information Signs (i.e. Advanced Directional Signs, Directional Signs, Facility Signs, other Information Signs). The xheights are 150mm for arterial roads and 100mm for other Information Signs. The x-height for signs at expressway is 250mm so as to improve the legibility of signs at expressway. The x-height for gantry sign at expressway will be 300mm. Numerals, however, would be of the same height as the upper-case letters. Upper-case letters are 1.4 times the x-height. In addition, the letter size of confirmatory sign is to be the same as that on advance directional signs for a given type of road.
10.9.2.3.3
Stroke Width Stroke width affects legibility of letters. For example, thicker stroke widths require greater spacing between letters because the eye tends to fuse together individual letters. Normal ratios for height to stroke width for UK signs range from 5:1 to 9:1. In Singapore, the height to stroke-width ratio for upper-case letters is 7:1 for all alphabets, except for letter Q. For lower-case letters, the range is from 5:1 to 9:1 corresponding to x-heights of 100mm, 150mm and 250mm, the strokewidths are 20mm, 30mm, 50mm and 60mm respectively.
10.9.2.3.4
Letter and Word Spacings (a) Letter Spacing Spacing between letters and words is a critical aspect in sign design, especially so for reflectorised information signs. It determines the maximum legibility distance and allows the message to be evenly balanced giving the sign panel a pleasing appearance. The following guidelines in Tables 2, 3 and 4 are the recommended spacing between letters. The recommended guidelines for spacing between numerals is shown in Table 5.
Sept 2002
DC/10/20
Table 2 : Recommended Spacing between Lower-Case Letters Letters a, b, d, g, h, i, j, l, m, n, o, p, q, u e, c, s When Combined with Letters All Letter Spacing (mm) * 5
v, w, x, y all others v, w, x, y, z, f, t, a, c, e, s all others v, w, y all others v, w, x, y, z, f, t, a, c, e, s all others All All All
4 5 4 5 4 5 3 4 5 5 10 20
f, t
K, x
r, v, w, y, z
(apostrophe) , (comma) / *
For x-heights of 100mm, 150mm and 250mm and 300mm, the actual letter and numeral spacings will be multiplied by 4, 6, 10 and 12 respectively.
Sept 2002
DC/10/21
Table 3 : Recommended Spacing between Initial Capital and Lower-Case Letters Initial A, C, E When Combined With Lower-Case Letters v, w f, t, x, y all others f, t, v, w, x, y all others v, w, x, y all others f, t, v, w, x, y all others All All All Letter Spacing * (mm) 3 4 5 4 5 3 4 3 4 5 10 20
B, D, G, H, I, J, M, N, O, Q, R, S, U F, K, P, T, V, W, X, Y, Z
(apostrophe) , (comma) /
For x-heights of 100mm, 150mm, 250mm and 300mm, the actual letter and numeral spacings will be multiplied by 4,6,10 and 12 respectively.
Sept 2002
DC/10/22
Table 4 : Recommended Spacing between Upper-Case Letters Letters A, L, V, Y B, C, D, E, F, G, H, I, J, K, M, N, O, P, Q, R, S, T, U, W, X, Z (apostrophe) , (comma) / Notes : All All All 5 10 20 All others 5 When Combined With Letters All A, J, V, Y Letter Spacing (mm) * 4 4
Greater spacings are recommended for short form of all expressway names (e.g. ECP, PIE, BKE etc). It happens in two ways: (i) Expressway name with Legend in brackets i.e. ECP (Changi Airport). The spacings between E,C and P will be 8mm, which is 1.6 times the spacing in Table 4. Only expressway name i.e. ECP. The spacings between letters will be 25mm which is 2 times the spacing in Case 1. For x-heights of 100mm, 150mm, 250mm and 300mm, the actual letter and numeral spacings will be multiplied by 4,6,10 and 12 respectively.
(ii) *
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DC/10/23
Table 5 : Recommended Spacing between numerals Numerals/Others 1, 3, 8, 9, 0 When Combined With Numerals 4 1, 2, 3, 7 All others 2, 5, 6 4 All others 4 4 1, 2, 3, 7 All others 7 4 All others , (comma) / * All All Numeral Spacing * (mm) 4 5 6 4 5 3 4 5 1 3 10 20
For x-heights of 100mm, 150mm and 250mm and 300mm, the actual letter and numeral spacings will be multiplied by 4, 6, 10 and 12 respectively. For EXIT NUMBER sign, the actual numeral spacing will be multiplied by 12.
Sept 2002
DC/10/24
b)
Word Spacing As far as practicable, it is better to stack lengthy word messages rather than have words spread out horizontally across the sign which require longer scanning time. Where the latter is unavoidable, adequate horizontal spacing must be provided between words. The spacing recommended is equal to the x-height as specified in Table 6. For stacked word messages, the ascenders and descenders above and below the x-height of the lowercase letters tend to merge into words on other lines unless they are adequately spaced. Hence, a large spacing is required, viz about three-quarter of the xheight as specified in Table 6. Table 6 : Recommended Word Spacings Word Spacing (mm) Horizontal 25 Spacing Vertical Spacings (i) 20 Remarks for spacing between Upper sign border to top to legend with upper and lower-case letters and also for spacings between words. for spacing between bottom of upper-case letter and lower sign border, and for spacing between upper sign border to top of legend with upper-case letters only.
(ii) 25
For x-heights of 100mm, 150mm, 250mm and 300mm the actual word spacing will be multiplied by 4, 6, 10, and 12 respectively.
Sept 2002
DC/10/25
10.9.2.3.5
Width of Sign Borders The width of sign borders is recommended to be 4mm. This will be multiplied by 4, 6, 10 and 12 depending on the x-height used.
10.9.2.3.6
Arrows (a) Arrows are used on information signs to indicate clearly the direction towards designated routes or destinations shown on the sign panel. For adequate legibility, the barb width of the arrow should generally be at least equal to the height of the largest letter on the sign. Figures 2a and 2b shows the dimensions of the type of arrow used on stack-type messages and rectangular information signs. For x-heights of 100mm, 150mm, 250mm and 300mm the actual arrow size should be multiplied by 4, 6, 10 & 12 respectively. When used as a sloping arrow to indicate turn-offs, the arrow should be inclined at 55o to the horizontal as demonstrated in Figure 2b. An illustration of the recommended layout for a stack-type message is shown in Figure 3. It shows the spacing of the arrow within the frame when there is only one row of word(s). Arrows are also used on flag-type information signs. Their recommended layout and dimensions are shown in Figure 4. Note that the angle subtended by the arrow barb is 120o. On gantry signs where it is desired to indicate a lane to be followed for lane control purposes, the arrow shall be placed on the sign to point downward towards the centre of that lane. The arrow type used for this purpose is shown in Figure 5.
(b)
(c)
(d)
(e)
10.9.2.4
Sign Jointings & Corners of the Sign-Board The number of joints in a sign should be kept to a minimum for ease of erection, economic and aesthetic reasons. This will also prevent manufacturers from using scrapped pieces of metal to produce the sign. However, the maximum size of a aluminium plate that can be taken by the machine is 1.2m by 1.8m. This will govern the minimum number of joints for a given size of sign. The drawings submitted to the manufacturer will delineate the positions of the minimum number of joints consistent with a given size of sign and stipulate that no other joints are to be allowed. In particular, for signs with dimensions smaller than 1.2m by 1.8m, no joints will be permitted in the aluminium plate and the reflective sheeting. The corners of all the sign board shall be rounded to a radius of 45mm.
Sept 2002
DC/10/26
10.9.2.5
Number of Legends Preferably, only three legends are to be used, but there should definitely be not more than four legends on the directional signs.
10.9.2.6
Colour Codes The existing colour codes are to be retained. However, the expressway symbol will appear together with the yellow legends, whenever these are shown on the directional sign. Table 7 : Colour Code Colour Code A Lettering Arrow & Border Yellow Background Green Remarks a) Directional signs (leading to destinations along expressways). b) Expressway Name Signs. c) Expressway 1/2 kilometer posts. a) Directional signs (leading to destinations outside the expressways). a) Facility signs. b) Street Name Signs a) Other information signs.
White
Green
C D
Black White
White Blue
10.9.2.7
Expressway Symbol (a) Expressway symbol is to be used together with the yellow legends. The following table shows the size of symbol to be used under different situations. The dimensions of the symbols do not include the width of the border which is 10mm for all of them:
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DC/10/27
Table 8 : Expressway Symbols Type of Road or Sign Arterial Expressway Gantry (b) One Legend (mm) 280 x 250 385 x 350 560 x 500 Two Legends (mm) 385 x 350 560 x 500 728 x 650
The different sizes of Expressway symbol can be obtained by multiplying the width and height of the smallest symbol in Figure 6 by the following factors. Table 9 : Multiplying factors for expressway symbols
Size of Expressway Symbol (mm) 385 x 350
Width Factor 1.375 (x 280) 2.00 2.60
Length Factor 1.40 (x 250) 2.00 2.60
560 x 500 728 x 650
Table 10 : Enlargement Factors For Different Signs Advanced Directional Signs Expressway Major Arterials & Collectors Minor Roads 10 (250) 6 (150) Directional Signs 10 (250) 6 (150) Facility & Information Signs 10 (250) 6 *(150) Gantry Signs 12 (300) 12 #(300) 10 (250) 12 #(300) 10 (250)
4 (100)
4 (100)
4 (100)
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DC/10/28
Notes: (i) * Factor 6 is used if the sign is mounted with one or more directional signs on the frame. If on its own, factor 4 is recommended. ( ) Figures in bracket are the x-heights of the actual sizes of characters. # Factor 12 is preferred if space on the gantry sign permits.
(ii). (iii) 10.9.2.8
Expressway numbering system and the arrangement of signs (a) The expressway number is the same as the number of the kilometre post closest to the expressway exit with the necessary suffix letter A or B to denote exits to different directions. The exit number for each exit is repeated two times; one of them is on the intermediate sign at the nose. Figure 7 and Figure 8 illustrates the arrangement of the signs. For EXIT NUMBER sign (e.g Figures 9 and 10), the height of the word EXIT is 210 mm and that of the number/alphabet is 420mm having a multiplying factor of 6 and 12 respectively to letters & numerals shown in Figure 1. Table 5 should be referred to for spacing between numerals. Note that the spacing between the word EXIT and the number is 200mm. The horizontal spacings on both sides to sign borders are 220mm and the vertical spacings are 150mm for both top and bottom to the sign border. Above arrangement should be used for all EXIT NUMBER sign. Wider horizontal spacing is used at the intermediate sign between EXIT and the number which is 300mm (Figure 11).
(b)
(c)
10.9.3
Siting of Signs
On expressways, the intermediate directional sign with exit number and advance directional sign are to be located respectively at 300m and 600m away from the chevron marking of the traffic island separating through and diverging or turning traffic. The exit distance sign (incorporated at directional signs) shown in Figure 12 and the exit distance sign (attached to directional sign) shown in Figure 13 are to be used. One advance directional sign is located 150m before the intersection would suffice for major arterial roads, an extra advance directional sign sited at 300m before the intersection is accepted. The confirmatory sign for both major arterial roads and expressways should be located at the nose of the traffic island separating through and turning traffic.
Sept 2002
DC/10/29
10.9.4
Materials for Sign
Aluminium sheeting of thickness No. 14SWG is to be used in manufacturing the signs. Diamond grade reflective sheetings are used for background, letters, arrows, borders and expressway symbol.
10.9.5 Sign Support
10.9.5.1 10.9.5.2
10.9.6
Details of support for directional and informatory signs are shown in Standard Details of Road Elements. Manufacturers are required to engraved/etched the date manufacture (ie Nov/97 or 11/97) at the back of the sign plate.
Blockage of Signs by trees
of
On expressways, trees within 75m in front of the advance directional sign are to be replaced by low shrubs or hedges. On major arterial roads, the corresponding distance is 45m.
10.9.7 Other Examples
Other examples showing typical arrangements of directional sign are illustrated in Figures 14, 15, 16, 17, 18, 19, 20, 21, 22, and 23.
10.10 SITING OF INFORMATION SIGNS
10.10.1
Advance Directional and Directional signs shall generally be sited on the drivers off-side. Minimum lateral clearance distances from the edge of the road kerb to any part of the sign are 500mm where raised kerbs are used and 750 mm where flush kerbs with hard shoulders are used. Directional signs shall be appropriately sited to clearly point to the route displayed by the signs. Similar requirements for lateral clearance as those for the Advance Directional Signs shall be observed. Care shall be exercised not to locate signs as to adversely affect the drivers visibility. To avoid direct reflection from headlamp beams, signs shall be sited at 950 away from the line of a straight carriageway. For left hand bends, the 950 angle shall be measured from a line joining the sign to a point at the edge of the carriageway and 180m before the sign. The design of the signs shall also include the design of posts and braces necessary to support the signs. Authoritys Standard Details of Road Elements may be used as a guide. 3M High Intensity Grade Reflective Film, or approved equivalents, on 14G aluminium sheeting shall be used. This backing aluminium sheeting shall be in one piece as far as practicable. Any joints in the backing plate shall have the
10.10.2
10.10.3
10.10.4
Sept 2002
DC/10/30
prior written approval of the Engineer. Where rivets are used in the fabrication of these signs, they shall be of the countersunk type and shall leave no discernible marking on the reflective surface of the sign.
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Sept 2002
DC/11/1
CHAPTER 11 STATION AND TUNNEL SERVICES FOR RAIL PROJECTS 11.1 11.1.1 GENERAL REQUIREMENTS Standard Codes and Regulations The design of Station and Tunnel Services for Rail Projects shall be governed by all latest applicable local codes, regulations, standards and requirements issued by all the local Authorities and Statutory Boards including but not limited to: (1) (2) (3) (4) (5) 11.1.2 Fire Safety Bureau (FSB) Public Utilities Board (PUB) Land Transport Authority (LTA) Ministry of the Environment (ENV) Singapore Productivity and Standards Board (PSB)
Approvals The Contractor shall be responsible for the submission of Building Plans and other details to the relevant government authorities and Statutory Boards and for obtaining the full clearance for the various services systems.
11.1.3
Routing of Pipework and Services Pipework shall comply with the requirements for Water and Electrical equipment in Chapter 13. Pipework, services and fittings shall be routed so as to accommodate future maintenance. As far as practicable, they shall not be located above escalators or voids.
11.2 11.2.1 11.2.1.1
DRAINAGE General All internal surfaces of structures shall be positively drained via channels, drains etc., either by gravity to existing storm water drainage or to wet sumps from where water shall be pumped to the storm water drainage, all to the approval of the appropriate Authorities and Statutory Boards and to the acceptance of the Engineer.
Sept 2002
DC/11/2
11.2.1.2
Separate drainage systems shall be provided for each of the following: 1) TUNNEL DRAINAGE. This system shall deal with water originating from: ground water seepage tunnel condensation tunnel washing testing and emptying of the fire mains condensate from train air-conditioning rain water blown into the tunnel or brought into tunnel by wet rolling stock.
2) STATION DRAINAGE. This system shall deal with water originating from: groundwater seepage tunnel condensation tunnel washing testing and emptying of the fire mains condensate from train air-conditioning condensate from ECS associated plants water tank overflow and drainage all clean water in the station all clean water brought into station
(3) STORM WATER DRAINAGE. This system shall deal with all rainwater falling on the station roofs and external areas to be directed into the existing storm water drainage system. 11.2.2 11.2.2.1 Tunnel Drainage Seepage Drainage design shall be based on permitted seepage values given in Section 7.5.3. All water shall be directed so that the rails and rail fixings remain dry.
Sept 2002
DC/11/3
11.2.2.2
Tunnel Washing The design shall allow for tunnel washing during the 6 hour period from 0000hrs to 0600hrs. The maximum storage capacity of the Track Cleaning Vehicle is 18,000 litres. The maximum discharge rate will be 10,800 litres/hr and shall be allowed for in the design of any tunnel pump sump.
11.2.2.3
Fire Main The volume of water discharged during testing and emptying of the fire main shall be determined in co-ordination with the System-wide Contractor and allowed for in the design of the tunnel pump sump.
11.2.2.4
Condensate From Train Air-Conditioning Condensate from moving trains may be assumed to be evaporated.
11.2.2.5 11.2.2.5.1
Tunnel Pump Sump Location A pump sump shall be located at every low point within each running tunnel. If the pump sump location coincides with a cross passage, then only one pump sump shall be provided and it shall be located in the cross passage.
11.2.2.5.2
Details Provisions and layout of the pump sump shall follow that for the station as described in Section 11.2.4. The discharge pipes from the tunnel sump pumps shall be routed directly to the surface drains via the nearest station, vent shaft, escape shaft or service shaft/duct. The water shall not be discharged to another drainage pumping system within the Works. Swan necks shall be provided at the appropriate locations. Flap valves shall be provided at the discharge ends. Discharge pipe shall have a minimum diameter of 100mm. Velocity of water in discharge pipes shall be between 1m/s and 2.4m/s to ensure self cleansing and prevent scouring. Tunnel drainage sumps shall be monitored at the nearest station.
11.2.2.5.3
Design and Construction The design of the tunnel sumps and the pumps shall be in accordance with Section 11.2.5. The structural design of sumps shall comply to requirements in Chapters 7 & 8 with the sumps regarded as an underground structure.
Sept 2002
DC/11/4
11.2.3
Station Drainage General requirements are summarised in Table 11.1. All outlets shall be discharged to the drainage system unless stated otherwise in the specifications. The Drainage System shall incorporate these requirements and shall be designed in accordance with Section 11.2.5. Design of Station Drainage systems shall comply with all requirements that may be imposed by the Central Building Plan Unit of the Ministry of Environment. TABLE 11.1 DRAINAGE SYSTEM PROVISION IN STATIONS Room/Area Requirement Floor wastesat 10m max. interval One floor waste per pit Floor waste Channels, floor wastes One floor waste Remarks See Section 11.2.3.1. See Section 11.2.3.2. See Section 11.2.3.3. See Section 11.2.3.5 Adjacent to AHU for condensation water. See Section 11.2.3.6. See Section 11.2.3.7 See Section 11.2.3.8 See Section 11.2.3.9
1. Seepage channel 2. Escalator pit 3. Vent Shaft/Duct 4. Underplatform Areas 5. All ECS associated Plant Rooms 6. Lift pit 7. Entrance stair 8. Cable Trench, Valve Chamber & Maintenance Pits*
Floor waste Floor waste per entrance Floor waste
9. All water tank/pump One sump with floor room waste 10. Adjacent to hosereels One floor waste
For draining of tank water and overflow. See Section 11.2.3.4 For accidental spillage of water or fire fighting water. Drainage via seepage channel outlets is not allowed. For accidental spillage of water or fire fighting water.
11. All enclosed staircases (at lowest landing)
One floor waste
Sept 2002
DC/11/5
TABLE 11.1 (Contd) DRAINAGE SYSTEM PROVISION IN STATIONS Room/Area 12. Elevated and exposed platforms (elevated station) Requirement Two parallel channels run along the track direction for each platform, with appropriate connection to the drainage system. (a) (b) Floor waste Surface drain Remarks For rain water blown onto the platform plus washing water.
13. Planter in station
Hydroponic planting discharge via a silt trap. For ordinary planter.
* These are civil defence facilities in CD stations. 11.2.3.1 11.2.3.1.1 Seepage Seepage drainage channels shall be provided at the floor level along the internal sides of all earth-backed external walls. A drainage channel of 100 mm diameter shall be formed and laid to fall to not less than 1 in 200. Discharge outlets (floor drain/trap) of not less than 100 mm diameter shall be situated at not more than 10m centres. Seepage drainage channels shall be lined with a suitable waterproofing membrane. Drainage channels, weepholes and outlets shall not pass through fire rated compartment wall. Seepage drainage channels in floor finishes shall be at least 35 mm deep. A cavity of limited height shall be constructed to contain the drainage at the bottom of the wall if sufficient depth is not available in any floor finish. Cavity Walls
11.2.3.1.2
11.2.3.1.3
11.2.3.1.4
11.2.3.1.4.1 For the purpose of establishing cavity wall requirements are categorised as described below, and as listed in Table 11.2. For any rooms not listed therein, proposals shall be submitted and agreed with the Engineer. Where required in any given rooms/areas, cavity walls need be provided only along the external walls. (1) Category I Generally, these are rooms/areas containing sensitive E&M equipment requiring extra protection from damp and moisture. Full height cavity walls shall be provided. In addition, in rooms/areas that are accessible to the public, full height cavity walls shall also be provided to protect the architectural finishes from seepage water.
DC/11/6
(2) Category II These are rooms/areas without an immediate need for cavity walls but which requires provision for installation of such walls in the future. Ample space shall be provided in these rooms/areas for future cavity wall construction and the sizing of the rooms shall take this into account. All services/equipment mounted onto the earth backed wall in such rooms/areas shall be designed such that it can be easily removed and mounted onto a cavity wall should the need arise. Ceiling services shall also be such that it will not obstruct the future construction of the cavity wall. (3) Category III Cavity wall is not required. 11.2.3.1.4.2 Full height cavity walls shall be constructed as an inner lining with a seepage drainage channel confined to inside the cavity. Access panels of minimum 600 mm x 600 mm size placed at intervals not exceeding 12 metres shall be provided on the cavity walls to permit inspection and maintenance of the drainage system.
Sept 2002
DC/11/7
TABLE 11.2 GUIDELINE FOR CAVITY WALL ROOM CATEGORISATION CATEGORY I 1. Environmental Control System (ECS) Room 2. Main Distribution Frame (MDF) Room 3. Integrated Supervisory Control System (ISCS) Room 4. Communications Equipment Room (CER) 5. Cable Distribution Room (CDR) 6. Platform Screen Door Machine (PSD) Room 7. Station Control Room (SCR) 8. Telecommunications Equipment Room (TER) 9. Signal Equipment Room (SER) 10. Stores & Offices and staff toilets 11. All Public Areas (including toilets) 12. RC Drinking Water Tanks Subject to conditions specified in Section 11.2.3.4.6. CATEGORY II 1. Lift Motor Room 3. AHU Room 5. UPE Fan Room 7. Permanent Way Store 9. Fire Pump Room 11. DB Room 13. Generator Room 15. Fuel tank 17. 22kV Switch Room 19. Traction Switch Room 21. CD Cooling Tower Room 2. Battery Room 4. Emergency Switch Rooms 6. UPS Rooms 8. Service Transformer Room 10. Fuel Pump Room 12. Traction Transformer Room 14. Traction Room 16. Clean Gas Room 18. LV Switch Room 20. Tie Breaker Room 22. Traction Room
Sept 2002
DC/11/8
TABLE 11.2 (Contd) GUIDELINE FOR CAVITY WALL ROOM CATEGORISATION CATEGORY II 23. Water distribution room 25. ECS Plant Room 27. FAN Room 29. Permanent Way Store 31. PUB Intake Monitoring Kiosk 33. Smoke Extract Fan Room 35. TVF Rooms 37. IVM/TVM/GTM rooms 24. UPE Fan Room 26. Firemans and Escape Stairs 28. CD General Store 30. Air Intake Plenum 32. Intake Air Lock 34. CD Equipment Store 36. CD Pantry 38. CD First Aid Room CATEGORY III 1. Ventilation Shafts 3. Lift Shafts 5. Ventilation Passageways 11.2.3.2 11.2.3.2.1 11.2.3.2.2 Escalator Pits The base of escalator pits shall be graded to have a minimum fall of 1:200 towards the floor drain/trap. For stations not located within a water catchment area, water in the escalator pits shall be discharged to the drainage system. If the station is located within a water catchment area, then it shall be discharged into the sewerage/sanitary plumbing system. The drainage sump or inspection chamber down stream of the escalator pit shall not be located more than 6 m from the escalator pit. Vent Shafts/Ducts Vent Shafts shall be detailed such that rainwater is neither drained nor blown into them. Provision shall be made at the ventilation shaft terminals to drain all rainwater into the drainage system. The base of the vent shafts/ducts shall not be allowed to accumulate any water and shall be graded to fall towards the floor drain/trap at a gradient of 1:200 minimum. 2. CD sliding door chamber 4. Trackside wall
11.2.3.2.3 11.2.3.3
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DC/11/9
11.2.3.4 11.2.3.4.1
Water Storage Tanks The storage capacity of a water tank is the volume of water that can be drawn by the water booster/transfer pumps. Water tanks shall be designed to minimise dead water volume. The inlet and outlet pipes of the tank shall be located to avoid stagnation of water in the tank. The base of the water tank shall have a minimum fall of 1:200 towards a 200mm minimum diameter drain-off pipe with puddle flange. This shall be installed at the base of the water storage tank to drain the water storage tank completely. Overflow pipes for water storage tanks of RC construction shall also be provided with puddle flanges in accordance with PUB (Water Dept)s requirements. Overflow and drain-off water from storage water tanks shall not be discharged into the seepage channels directly. They shall be discharged directly to either a drainage sump or a pump sump. R.C. Drinking Water Tanks RC water tanks for drinking water shall not be in direct contact with soil. No part of the earth-backed RC wall/slab shall form the drinking water tank unless the concrete is designed and constructed in accordance with the relevant recommendations in SS CP 73. Where this is not possible, a cavity of minimum 100 mm with seepage channels shall be provided between the water tank and the earth-backed wall/slab to prevent contamination from any source. Floor drain/trap for the seepage channel shall not exceed 10m intervals. Sufficient provisions for future maintenance of the seepage channel and floor drain/trap shall also be provided. RC Water Tanks shall designed in accordance with SS CP 73 and shall allow for the overflow/outlet pipe being blocked.
11.2.3.4.2 11.2.3.4.3
11.2.3.4.4
11.2.3.4.5
11.2.3.4.6
11.2.3.5
Underplatform Areas Drainage channels of minimum width 100mm shall be provided in the underplatform areas with a minimum gradient of 1:200. Discharge outlets (floor drain/trap) of not less than 100 mm diameter shall be situated at not more than 10m centres. The floor finish of the underplatform areas shall be made to fall towards these channels.
11.2.3.6 11.2.3.6.1
Condensate Drainage Drainage is required for condensate water from all ECS associated systems (e.g., AHU Plant Room, ECS Plant Room etc.) including air conditioning from trains, ancillary and commercial areas. All
Sept 2002
DC/11/10
condensate water shall discharge to the drainage system unless stated otherwise in Section 11.3. 11.2.3.6.2 The location of the condensate points and volume of discharge shall be determined through co-ordination with the system-wide contractor. Floor trap being provided shall not be used for discharging water used for the cleaning of ECS equipment. Any exposed condensate drain/pipe (including floor trap) beneath the suspended floor slab shall be insulated to prevent condensation. Lift Pit The base of lift pit shall be graded to have a minimum fall of 1:200 towards the floor drain/trap. 11.2.3.8 Entrances A cut off drain shall be provided across each entrance, at the top of the stairway and escalator. The collected water shall be discharged to the nearest surface drain. The structural recess for the cut off drain shall be 240mm wide with a minimum depth of 200mm deep, covered with a stainless steel grating. A catch pit shall be provided at the drain outlet, or as close thereto as can be arranged, to prevent debris from entering the drainage run. Where pipes pass through the joints between the station structure and the entrance, they shall be detailed to accommodate all movements. The minimum platform level and crest protection level for all entrances, exits, linkages etc. shall be in accordance with PUBs latest requirements. 11.2.3.9 Cable Trenches, Valve Chambers and Maintenance Pits The top of the cable trenches, valve chambers and maintenance pits shall be made to fall away to prevent water from flowing inside. The floors of cable trenches, valve chambers and maintenance pits shall be graded to have a minimum gradient of 1:200 towards the floor drain/trap. 11.2.3.10 Movement Joints Structural movement joints are highly susceptible to water leakage and adequate provisions for the collection and discharge of all water leakage shall be provided. 11.2.3.11 Dry Sump A dry sump is a drainage sump without any outlet. Dry sumps shall not be provided unless accepted by the Engineer.
11.2.3.6.3 11.2.3.7
Sept 2002
DC/11/11
11.2.3.12
Drainage Sump Where the direction of a horizontal pipe changes or where two horizontal pipes merge, a drainage sump shall be provided unless the pipes are accessible from below. Pipes that are buried or cast in concrete, or located above the track are considered inaccessible from below. The design and provision of drainage sumps shall comply with sewerage and sanitary plumbing requirements. Water in a drainage sump shall not be channelled such that its direction of flow turns through an angle of more than 90o.
11.2.4 11.2.4.1
Station Pump Sumps Location Station pump sumps shall be located to suit the individual requirements of each station and to be located at strategic locations such that the total number of pump sumps is minimised. The utilisation of every drainage pump sump shall be maximised to collect water from as many sources as possible. Unless otherwise accepted by the Engineer, the number of pump sumps for one underground CD station shall not exceed 5, and for a non-CD station, the number shall not exceed 2. Sumps shall be accessible for inspection and maintenance at all times. Pump sumps shall as far as possible not be located at the passageway or corridor. Each pump sump shall be located in a dedicated sump room.
11.2.4.2 11.2.4.2.1 11.2.4.2.2
Details Provisions shall be made in the design of the sumps for the discharge mains, power supply and monitoring cables to the pumps. Check valve of single flap type and a gate valve shall be provided on the discharge main of every pump. They shall be located above the sump such that they are accessible without the need to enter the sump and after removal of the access cover. The layout shall be such as to facilitate easy removal and replacement of pumps without entering the sump. Lifting facilities (e.g., overhead runway beam, eye bolt etc.) and equipment shall be provided to enable easy lifting of the pumps. Adequate removable chain blocks shall be provided. Access openings shall be provided directly above the pumps for easy installation and removal of the sump pumps. Access openings shall be fitted with aluminium chequered covers and provided with aluminium access ladders with extensible handhold up to 1150mm above access cover level. Ladder requirements are described in Section 11.5.
11.2.4.2.3
11.2.4.2.4
Sept 2002
DC/11/12
11.2.4.2.5
For each sump pump, a control panel shall be placed at a convenient, easily accessible location and shall be constructed with a waterproof type enclosure. A stainless steel screen shall be provided in the pump sump of every drainage sump immediately upstream of the pump sump. The location of the screen shall be such that a maintenance worker standing at the access cover level can easily clear all debris trapped. The discharge pipes from the sump pumps shall be routed directly to the surface drains via the nearest and shortest route (e.g., vent shaft, service shaft/duct, entrance etc.). The water shall not be discharged to another drainage pumping system within the Works. Swan necks shall be provided at the appropriate locations. Flap valves shall be provided at the discharge ends. Discharge pipe shall have a minimum diameter of 100mm. The pump sumps shall be waterproofed using an accepted waterproofing admixture or alternatively, using an accepted liquid membrane applied on the interior surfaces of the sump walls. Sump and Pump Design Directives Pump Design A minimum of two pumps shall be provided for each pump sump. Each pump shall be capable of handling the full discharge requirements (the duty pump) with the second pump being a stand-by (the stand-by pump). Where three pumps are employed, two would be duty pumps and one would be stand-by. The design of the system shall be such that the number of starts/stops for each pump shall be limited to not more than 10 per hour. However, the motor starter shall be sized to 15 starts/stops per hour. Controls shall be provided such that there is an automatic change over of duty and standby pumps during each cycle of operation. This is to enable even distribution of wear and tear of the pumps. Total Inflow
11.2.4.2.6
11.2.4.2.7
11.2.4.2.8
11.2.5 11.2.5.1 11.2.5.1.1
11.2.5.1.2
11.2.5.1.3
11.2.5.1.4
11.2.5.1.4.1 The total inflow, Qin for each sump shall be calculated using the following:
Qin = ( Seepage + Condensate ) x 2 + Max Tunnel Washing , Fire Main Drainage, Tank Overflow
Design Pump Capacity, Qp shall be a minimum of QP = 2Qin . However, the design pump capacity shall also ensure that the velocity, V of water in the discharge pipes is between 1.0m/s and 2.4m/s (except
Sept 2002
DC/11/13
for the common water tank discharge pipe where V may exceed 2.4m/s when both pumps are operating). 11.2.5.1.4.2 Water seepage shall be obtained based on the contribution area of tunnel lining or earth backed external walls using the seepage rates given in Section 7.5.3. For Underground Structures, a seepage rate of 2 millilitres per square meter per hour shall be adopted. 11.2.5.1.5 Pump Selection In order to select the proper pump, the following parameters shall be considered during the selection of the pumps: (1) Design Pump Capacity (2) Operating Head (3) Efficiency (4) Power Rating (5) Discharge Pipe Diameter (Max. & Min. water velocity) Having due regard to these criteria, pumps from at least two different manufacturers available in the market shall be identified and submitted together with the calculations. The sump shall then be sized to accommodate both the selected pumps. 11.2.5.2 11.2.5.2.1 Sump Sizing The size of each sump is determined based on the following parameters: (1) Dead water volume; (2) Duty pump operation capacity; (3) Standby pump operation capacity; (4) Reserve capacity;
Sept 2002
DC/11/14
11.2.5.2.2
The typical operating water levels of a 2 pump sump shall be as shown in Figure 11.1 below.
Top of Sump
Lowest Inlet Pipe Level

Reserve Capacity, VR DR 100mm
Alarm Level
100mm Standby Pump operation storage capacity, VS Duty Pump operation storage capacity, VD Dead Water Volume
All Pump Start Level Duty Pump Start Level
100mm DS 200mm DD 100mm
All Pump Stop Level Sump Base Level
Fig. 11.1: Pump Operating Levels for Sump Sizing 11.2.5.2.3 Dead Water Volume Dead water volume is measured from the Sump Base Level to the All Pump Stop Level and shall be minimised by haunching the base of the sump. 11.2.5.2.4 Duty Pump Operation Storage Capacity The Duty Pump Operation Storage Capacity is measured from the All Pump Stop Level to the Duty Pump Start Level. The volume shall be computed from:
VD = Q select xT 4
where Qselect is the higher flow capacity of the selected pumps (see above). T is the time between 2 sequential starts (i.e., one complete start-stop cycle) and is computed from: T =
3600 (No. of Start Stops per Hour ) seconds
Total No. of Starts/Stops per Hour shall not exceed 10 and the level between the All Pump Stop Level to the Duty Pump Start Level shall not be less than 100mm.
Sept 2002
DC/11/15
11.2.5.2.5
Standby Pump Operation Storage Capacity The Standby Pump Operation Storage Capacity is measured from the Duty Pump Start Level to the All Pump Start Level. This volume of water is usually the same as that for the Duty Pump Operation Storage Capacity except that the level shall be between 100mm to 200mm.
11.2.5.2.6
All Pump Start Level to Alarm Level The level between the All Pump Start Level to Alarm Level shall be set at 100mm.
11.2.5.2.7
Reserve Capacity
11.2.5.2.7.1 The Reserve Capacity shall be measured from the Alarm Level to the Lowest Inlet Pipe Level. It shall be computed from:
VR = (Seepage x2) + Condensate x (response time of 6hrs or 24hrs depending on accessibility )
Level between the Alarm Level to the Lowest Inlet Pipe Level shall not be less than 100mm. 11.2.5.2.7.2 For Tunnel pump sumps, the response time shall be 24 hours. For Station pump sumps, the response time will be taken as 24 hours if the sump is not accessible during train operation, and 6 hours otherwise. 11.2.5.2.7.3 Water seepage shall be obtained based on the contribution area of tunnel lining or earth backed external walls using the seepage rates given in Section 7.5.3. For Underground Structures, a seepage rate of 2 millilitres per square metre per hour shall be adopted. 11.2.5.2.7.4 Condensate water from stationary trains and station air conditioning plant, ancillary and commercial areas shall be determined through coordination with the system-wide contractor. 11.2.5.2.7.5 Accident/emergency inflow such as water tank overflow and occasionally large but manageable inflows such as track washing and fire main draining need not be considered in the computation of reserve capacity. Condensate from moving trains may be assumed to be evaporated. 11.2.6 Storm Water Drainage Design of storm water drainage run off shall be in accordance with the Code of Practice for Surface Water Drainage, and the latest Surface Water Drainage Regulations issued by the PUB(Drainage) and any other requirements that may be imposed by Central Building Plan Unit of the Ministry of Environment.
Sept 2002
DC/11/16
11.2.6.1
Rainfall and Run Off The Rational Formula shall be used for determining surface water run off. The coefficient of run off for cutting slopes and track area shall be taken as 1.0. The design shall be based on a storm of 200 years return period. Run-off from neighbouring lot or adjacent land if affected shall be diverted by new drains constructed to the approval of PUB(Drainage).
11.2.6.2 11.2.6.2.1
Roof Drainage Roof drainage shall be designed and constructed to dissipate water from the roof by the most effective and direct route possible to the surface drains. Design of roof drainage shall be in accordance with all the latest PUB regulations and with the latest edition of SS CP26 Code of Practice for Drainage of Roofs. Rainwater outside the station shall not be drained into the Station/Tunnel pumped drainage system. Rainwater pipes and outlets provided to any flat roof shall ensure that the build up of water during a flash storm does not exceed 30 mm. Rainwater pipes shall be of sufficient bore, and in long lengths with easy bends to ensure that a back up of water does not occur. The outlets to flat roofs shall be filled with dome grating or equivalent (PUB approved type) to prevent dirt, leaves or any foreign substance from blocking the down pipe. Notwithstanding the above, flat roofs shall be provided with overflow facilities. Wherever pitched roofs form part of the structure, adequate overhang of the roof shall be provided to prevent rainwater water falling onto people who are liable to stand or walk beside the building and the rainwater must be drained to the surface drainage system. Sufficient surface water drains shall be provided on the ground level to collect all water from the roof and prevent ponding of water. Roof gutters shall be avoided as far as possible. Where it cannot be avoided, then gutters of sufficient capacity to collect rainwater from the roof without spillage shall be provided across the edge of the roof. Roof gutters shall be coated with an approved waterproofing membrane with minimum ten years warranty and roof outlets shall be properly dressed and sealed with a suitable membrane at the junction with the roof. Overflow pipes shall be provided at the ends of the gutters. Rainwater downpipes shall be positioned at suitable distances to collect and discharge water to the stormwater drainage system. All gutters, outlets and downpipes shall be positioned outside buildings as far as possible so that if any leak occurs, no damage to sensitive equipment, or other inconvenience, can arise. Rainwater downpipes shall be fitted with screw-on rodding eyes at the base of the stack.
11.2.6.2.2 11.2.6.2.3
11.2.6.2.4 11.2.6.2.5
11.2.6.2.6
Sept 2002
DC/11/17
11.2.6.3
Paved Areas All paved areas around the station shall be sloped to provide effective surface run-off. The slope shall be directed away from station entrances. Adequate cut off drains shall be provided and directed into the existing storm water drainage system. Where perimeter drains and a surface structure are provided the drain shall be integral with the main structure to avoid differential settlement problems.
11.3 11.3.1
SEWERAGE & SANITARY PLUMBING General General requirements are summarised in Table 11.3. The sewerage and sanitary system shall incorporate these requirements and shall be designed in accordance with Section 11.3.3. Design of sewerage and sanitary system shall also comply with all requirements that may be imposed by the Central Building Plan Unit of the Ministry of Environment.
11.3.2
Design Code The design of sewerage drainage system shall be in accordance with the latest PUB Sewerage Department Code of Practice on Sanitary Plumbing and Drainage System, Sanitary Plumbing and Drainage System Regulations, Sewerage Procedures and Requirements Handbook by PUB, the Code of Practice on Sanitary Facilities and Fittings for Public Toilets and the Code of practice on Pollution Control. TABLE 11.3 SEWERAGE SYSTEM PROVISION IN STATIONS Room/Area Requirement One floor trap per pit. Remarks See Section 11.2.3.2.
Escalator pit
Sept 2002
DC/11/18
TABLE 11.3 (Contd) SEWERAGE SYSTEM PROVISION IN STATIONS Room/Area 2 All ECS associated Plant Rooms Requirement Minimum of two floor traps per plant room. Actual number depends on equipment layout and room size. One floor trap Remarks Floor traps to be located adjacent to taps being provided for the cleaning of ECS equipment. A 1X1 m kerbed, floor basin to be provided where necessary. For collecting of washing water during cleaning of cooling coils. For bleed off, overflow and cleaning evaporation water.
AHU for Generator room Cooling towers / exhaust plenum
One floor trap plus service channel if necessary
5 6 7 8 9
Sprinkler water tank/pump room Fuel Tank/Pump room Domestic water tank/pump room Cooling water tank/pump room Ancillary rooms, station control room and commercial areas (shops, kiosks etc.)
One floor trap with kerb all around. One grease trap One floor trap with kerb all around. One floor trap with kerb all around. Floor traps where necessary
For washing water during cleaning of equipment For washing water For washing water during cleaning of equipment For washing water during cleaning of equipment Preferred location for floor traps would be the corridor areas. For washing water. For washing water. For washing water.
10 Cleaner room 11 Refuse store 12 Bin point / Bin centre (outdoor)
One floor trap One floor trap Gully trap
Sept 2002
DC/11/19
TABLE 11.3 (Contd) SEWERAGE SYSTEM PROVISION IN STATIONS Room/Area 13 Staff room 14 Staff and public toilet 15 Within WC cubical 16 *Kitchen in CD station Requirement Floor trap Floor trap Floor drain/trap 3 floor traps Remarks For wash basin. For washing water. Follow PUB guideline. One floor trap adjacent to each sink unit and RC wash basin. Additional floor trap adjacent to pressure cookers. Waste water. For waste from wash basin. The floor traps shall be covered with floor access plates during peace time. Location and spacing shall be as per BCA guidelines.
17 *Sanitary room 18 *Dry toilet areas
Floor trap Sealed floor traps.
* These are civil defence facilities in CD stations. These facilities will only be used during CD operations. 11.3.3 11.3.3.1 Design Directives Sewerage and Sanitary Plumbing System shall be constructed using approved materials, laid to fall in accordance with PUBs requirements. Waste traps shall be of a deep seal anti-syphonic type. Waste pipes shall discharge into open trapped gullies with back inlets, connected to manholes constructed of high quality impervious materials properly formed to withstand contamination from mild acid. Allowance shall be made for the proper venting and rodding of the sewerage system. The manhole covers within the station shall be medium duty double seal, double cover, screw down recessed type to accommodate a finished floor. Where there is vehicular traffic, manhole covers shall be heavy duty and made of cast iron. Wherever possible sewage shall be gravity fed into the main sewerage network. The pipe work where fixed to walls or under slabs shall be secured with brackets and hangers capable of supporting the fully loaded pipes.
11.3.3.2
11.3.3.3 11.3.3.4
Sept 2002
DC/11/20
11.3.3.5
On vertical stacks and on all branch connections rodding eyes shall be fitted to bends not exceeding 135o or at connections between pipes of different material. All pipes shall be properly caulked and sealed at the joints and shall be to the PUBs approval. The PUB approved type of autosensing/electronic sensor flush valves shall be provided for water closets and urinals at public toilets and staff toilets. Where water pressure is inadequate for the operation of these flush valves, water tanks with booster pumps shall be provided. Sufficient and adequate power supply shall be available to operate these flush valves. Penetrations through beams, slabs or any structural members for waste pipes shall be avoided as far as possible. Floor traps/wastes shall be placed with consideration to water areas/points for which the provision is made. Floor traps shall not be obstructed or covered in any manner to hinder access to maintenance personnel. The floor of all ECS associated plant rooms (e.g., ECS Plant Room, AHU Plant Room etc.) shall be waterproofed using an accepted liquid applied membrane. Sewage Pump Sumps The design of sewage pump sumps shall be similar to that of the drainage pump sumps except that they collect and dispose waste water.
11.3.3.6 11.3.3.7
11.3.3.8 11.3.3.9
11.3.3.10
11.3.4
11.3.5 11.3.5.1
Sewage Ejector Sewage ejectors shall be provided at the base level of underground stations for the collection and disposal of sewage from staff toilets, crew toilets, public toilets and waste water from plant rooms/areas. All sewage and wastewater from ground level or above shall be directly disposed into the main sewerage network by gravity as far as possible. At least two sewage ejector/sewage pumping systems, preferably at each end of the station shall be provided for all underground stations. Each station shall not have more than three sewage ejector/sewage pumping systems. For CD Stations, no ejector/sewage pumping system shall be designed to serve only CD facilities. Facilities that operate only during CD Mode (e.g., dry toilet) will result in low usage of the ejector/sewage pumps and increase maintenance burden in the future. Hence, any ejector/sewage pumping system shall be designed for either peace time facilities or for both CD and peacetime facilities.
11.3.5.2
11.3.5.3
Sept 2002
DC/11/21
11.3.5.4
Ejectors shall be positioned in rooms specifically designated for this purpose and with direct access facilities for maintenance. A minimum of two pumps shall be provided for each ejector system. Ejector rooms shall be a minimum size of 3mx3m to comply with PUBs requirement. Access opening shall be provided directly above the ejector tanks and pumps for easy removal/replacement. Access openings shall be fitted with aluminium chequered covers and provided with aluminium alloy access ladders with extensible handhold up to 1150mm above access cover level. Ladder requirements are described in Section 11.5. Lifting facilities (e.g., overhead runway beam, eye bolt etc.) and equipment shall be provided to enable easy lifting of the ejector tanks/pumps. Adequate removable chain blocks shall be provided. Sufficient clearance all around the sewage ejector shall be provided for ease of maintenance. Containment of over spillage of sewage from ejector tank shall be considered. A sewage sump pump shall be provided in every ejector room and connected to the ejector pumping main. For both ejector and sewage pumps, the minimum and maximum flow velocities allowed in the discharge pipe shall be 1.0m/s and 2.4m/s respectively. This is to ensure self cleansing velocity and to prevent scouring of pipes. For each ejector/sewage pumping system, the pumps shall be designed for 3 times the peak sewage/wastewater inflow generated. Discharge pipework of minimum 100mm diameter shall consist of check valve of single flap type and a gate valve. They shall be located above the ejector tanks such that they are accessible without the need to enter the ejector sump and after removal of the access cover. WATER SERVICES General The design of water supply to stations shall comply with the latest Singapore Standard CP 48 for Water Services and Public Utilities (water supply) Regulations. The Contractor shall be responsible for the submission of water reticulation system for PUB approval. The Contractor shall incorporate appropriate water conservation measures given in SS CP 48 in the design. Underground piping shall be laid at such a depth that it is unlikely to be damaged by traffic loads and vibration. Where piping has to be laid in any ground liable to subsidence then special consideration shall be given to the type of piping to be used and the type of joint to be adopted in order to minimise risk of damage due to settlement. Where
11.3.5.5
11.3.5.6
11.3.5.7
11.3.5.8
11.3.5.9
11.4 11.4.1 11.4.1.1
11.4.1.2
Sept 2002
DC/11/22
piping has to be laid across recently disturbed ground, continuous longitudinal support shall be provided. 11.4.1.3 Choice of materials for water reticulation system within the station shall conform to the latest list of approved water pipe fittings, water storage tanks and other water service appurtenances issued by the Water Department (PUB) and where specified in the M&W Specification. Provision shall be made at every bend, branch and dead end in a main to resist the hydraulic thrust. Chambers to house PUBs water meters shall be provided in accordance with CP 48 standard detail. The chamber shall be provided above ground level. Wherever possible, a separate chamber to house the double check valve assembly for the fire fighting line shall be provided and located below ground level if it is technically feasible with a drainage facility to prevent flooding of the underground chamber. Location of the water meter chamber shall be easily accessible and unobstructed, and shall be approximately 1m from the site boundary. Common water distribution pipes shall not be routed in tenantable area. All valves and taps must be accessible for service and maintenance. Where valves or taps are installed above the ceiling or behind walls (seepage walls etc.) appropriate access panels must be provided in the ceilings or walls for maintenance and repair of the valves and taps. Control valves shall be provided at strategic and easy access location. Adequate brackets supports must be provided to the supply pipe in the vicinity of the bends. Water supply to the stations falls into the following categories: (a) (b) (c) (d) (e) (f) (g) 11.4.2 11.4.2.1 a potable water system a water system for fire fighting a Civil Defence (CD) water supply where applicable a cooling water make-up system for ECS a water supply system for plant and equipment operation a water supply system for trains/plant/machinery/ equipment washing a water system for irrigation
11.4.1.4 11.4.1.5
11.4.1.6 11.4.1.7
11.4.1.8
Water Supply System Drinking water tank/pump room shall not be located next to an ejector room or toilet or any potentially polluted area. The areas/rooms in stations that require water supply provisions are given in Table 11.4.
Sept 2002
DC/11/23
TABLE 11.4 WATER SUPPLY PROVISION IN STATION Room/Area 1. Sprinkler Water tank/Pump room 2. Cleaner Room 3. Refuse Store 4. Bin Point/Bin Centre 5. Staff Room 6. Toilets Requirements One tap One tap with sink One tap One tap One tap with sink Taps as necessary Taps in WC cubicles with squatting pans to meet PUB requirements. Liase with PUB/Nparks/ENV to meet their specific requirements, if any. Remarks For washing purpose.
7. Planter in Stations
Taps as necessary
8. Kitchen in CD Station 9. Sanitary Control Room 10. All ECS associated Plant Rooms 11. Fuel Tank/Pump Room 12. Ejector Room 13. Drainage Pump Room 14. Domestic Water Tank/Pump Room 15. Cooling Tower Room/Area
As per CD requirements As per CD requirements Three taps - Near condensing unit. - Near AHU. - Near filter.
One tap with sink
One tap One tap
One tap One tap
For washing purpose. For washing purpose.
Sept 2002
DC/11/24
TABLE 11.4 (CONTD) WATER SUPPLY PROVISION IN STATION
Room/Area 16. Commercial Areas (shops, kiosks etc.) 11.4.2.2
Requirements One tap off point
Remarks
The mode of potable water supply to station shall be as follows: Height of Fitting (i) Level of highest fitting less than 25 metres above mean sea level. Level of highest fitting above 25 metres but below37 metres above mean sea level. Level of the highest fitting above 37 metres above the mean sea level. Method of Supply Direct
(ii)
Indirect supply through a high level storage cistern. Storage capacity to meet PUB requirements. Indirect supply through a low level cistern with pumping to a high level cistern. Direct Indirect supply through duplicate booster units via a break-water tank.
(iii)
(iv) Level of flush valve less than 12 metres above mean sea-level. (v) Level of flush valve more than 12 metres above mean sealevel.
11.4.2.3
Water Storage Capacity shall be provided at all Stations to ensure that, the air conditioning system can remain operational at normal load for one operational day (approximately 18 hours) in the event of a loss of direct water supply. Water Storage Capacity shall be provided at all Depots to ensure that, in the event of a loss of water supply for up to 24 hrs; The air conditioning systems to all rooms containing equipment essential to the operation of the railway system and to the operational control room can remain operational at normal load; Water related facilities (e.g., toilets) for the key operational personnel and their managers in the Control Centre and relevant Offices can remain operational;
11.4.2.4
Sept 2002
DC/11/25
Any other facilities essential to the operation of the depot can remain operational.
The water supply to these facilities shall be a separate supply through a dedicated storage tank, so that ramping down of other non essential facilities will not be taken from this supply. 11.4.2.5 Water booster system shall be provided with back-up power supply or be connected to the Uninterrupted Power Supply system of the station/depot such that in event of power failure, should the stations, depot and trains remain operational, the water booster system shall also remain operational. Water System for Fire Fighting If a fire engine access road is provided, every part of the fire engine access road shall be within an unobstructed distance of 50m from a hydrant. Where a public hydrant is not available, private hydrant(s) fed after the water meter shall be provided in accordance with SS CP29 and PUB Regulations. In all cases, a 100 mm X 150 mm branch line tee-off after the water meter shall be laid to supply water directly to the sprinkler water tank. Fire hydrants shall be supplied and installed by the Contractor. 11.4.4 Civil Defence (CD) Water System Where such a system is required, it shall be designed in accordance with CD requirements. 11.5 11.5.1 ACCESS LADDERS General Access ladders shall be provided n the following instances. (a) (b) (c) Access to equipment where regular maintenance works is required. Escape or emergency exit purposes. Any other situations where it is essential to provide one. (e.g., underplatform voids in stations, air shafts etc.)
11.4.3
Sept 2002
DC/11/26
11.5.2
Design The design shall conform to BS 5395: Part 3. All fixings to the structure shall be designed in accordance with Chapter 8. The minimum bolt diameter shall be M12. Extendable type handrails shall be provided where it is not practical to extend side strings above the landing level to form handrails (for example sump pits in cross passages where pedestrian access is required over the sump pit). They shall be provided at each string and shall be capable of being temporarily extended to provide temporary handrails.
11.5.3
Material The material shall be stainless steel or aluminium. Where steel tubing is used, the thickness shall not be less than 4.0 mm.
Sept 2002
DC/12/1
CHAPTER 12 EXTERNAL WORKS 12.1 12.1.1 LAND BOUNDARIES In determining the design of the Works, the designer shall take into account the land available to the Authority and the need to optimise land use. Existing land boundaries shall be observed to avoid adverse encroachment to adjacent properties. Where land will be sterilised for the exclusive use of a railway system, such land shall be alienated to the Authority under lease. This land will be used for such facilities as : a. b. c. d. e. Elevated Stations Depots Substation and Relay Stations At-Grade Sections of Railway Railway Approach Structures
12.1.2
Elsewhere, the Authority holds easements for tunnels, viaducts, and commuter subways. Underground Railway stations are held under subterranean title, with the stations related structures protruding above ground, such as escape shafts, ventilation shafts, and entrances are held under easement. 12.1.3 For road design, the designer shall take into account that the roads are only built on State Land. Such State Land shall include those parcels of private land which have been identified to be acquired for the road project as well as those which had been set aside for road purposes as stipulated under a related planning condition. In addition to the use of State Land, the Streets Work Act allows for the permanent placement of road tunnels and viaduct columns supporting elevated roads on private land. The layout of the Works shall take into account proposed and existing land boundaries to make full utilisation of available land. Excision of land parcels leading to creation of remnant unusable plots shall be avoided. All facilities (for example lighting posts, handrails, ICs, utility service meters, etc.) that serve the Works shall be sited within the alienated land boundary. No such facilities or the building structures shall encroach into adjacent plots. For railway works, commuter facilities such as footpaths and other road-related structures are excluded from this requirement.
12.1.4
12.1.5
12.1.6
Sept 2002
DC/12/2
12.1.7
All site layout plans, including those of working sites and casting yards shall show existing cadastral information, Road Reserves Lines, Railway Protection Zones and Drainage Reserves. The designer is advised that this information available from government agencies is of lower accuracy and only locally consistent when compared to the precise survey controls established for the construction of a railway project. Due allowance in the form of specific field surveys to resolve critical differences shall be made in site layout design. FLOOD PROTECTION The Design Flood Level (or minimum platform level) shall be derived from the highest flood levels as recorded by the PUB (Drainage). Design Flood level shall be taken as 1m above the highest recorded flood level at each location unless advised otherwise by PUB (Drainage). For areas with no flood record, Design Flood Level shall generally be 1m above the existing ground or road level. However PUB (Drainage) may accept a lower level based on topographic considerations. All entrances, vent shafts openings, tunnel portals and other openings into underground railway structures and all road thresholds and perimeters to depressed carriageways, underpasses and road tunnels shall be built above the Design Flood Level. Where drainage or sewerage pipes discharge from the underground structure into the surface system, swan necks shall be provided at a level above the Design Flood Level. If gravity drainage provisions are made, the drainage exit points shall be above the Design Flood Level to prevent any back flow of water into the sub-surface structures during floods. Where entrances, vent shafts, tunnel portals or other openings into underground railway structures are located on a raised platform, the threshold level of the opening shall be at least 150mm higher (crest protection) than the platform level to prevent local flash flooding entering the underground structures. At entrances, this requirement shall be met by sloping the surface away from the threshold and not by a step. Any development with underground links to the underground facilities shall also comply with the above requirements. All arrangements for flood protection shall meet the requirements of PUB Drainage Department. PAVED AREAS Paved areas around structures shall be designed to withstand the loads likely to be experienced during delivery and removal of
12.2 12.2.1
12.2.2
12.2.3
12.2.4
12.2.5 12.2.6
12.3 12.3.1
Sept 2002
DC/12/3
equipment. Where fire engine access is required, it shall be metalled or paved to withstand the weight of a 20 tonne fire engine or as specified by Fire Service Bureau. Besides, such access roads must be able to accommodate the entry and manoeuvring of fire engines and fire service appliances. 12.3.2 Movement joints shall be provided at not more than 8.5m spacing and designed to prevent cracking of finishes. Movement joints shall be provided at the interface of non-suspended and suspended areas. Differential settlements at these joints shall be such that the difference in level between the areas will not be a hazard to persons using the areas and in no case shall the differential settlements exceed 6 mm. 12.3.3 Maximum allowable settlement in the pavement structure around the station shall not exceed 20 mm. The differential settlement between any two adjacent points within a panel shall not exceed 1 : 1000 subject to a maximum of 15 mm. The differential settlement between any two adjacent panels shall not exceed 6 mm. All external paving shall be designed to drain off surface water efficiently to prevent ponding of water. IRRIGATION SYSTEMS AND LANDSCAPING Irrigation systems, landscaping and irrigation of land through viaduct discharge shall comply with the requirements of the National Parks Board, and all other relevant government bodies. Each irrigation system shall be proven to be workable by means of a trial of adequate time period. 12.5 12.5.1 12.5.2 12,5,3 HANDRAILS AND RAILINGS Handrails shall be designed for loadings in accordance to the requirements of Chapter 3 of this Specification. Handrails are required ground/pavement levels. where there is a sudden drop in
12.4
Standard safety railing shall be provided for all open drains more than 1m deep. The railings shall be erected, galvanised and painted in accordance with the latest standard galvanised safety railings specified in the Code of Practice on Surface Water Drainage. Where railings are required in areas outside the station premises for public safety, they shall be provided in accordance with the latest LTA Standard Railings Details.
12.5.4
Sept 2002
DC/12/4
12.6 12.6.1 12.6.2
FENCING AND PROTECTION AGAINST UNAUTHORISED ACCESS The sites listed under (b), (c), and (d) in Clause 12.1.2 shall be fenced in accordance with existing Building Regulations. For railway approach structures, appropriate measures shall be incorporated in the design to make it impossible for the public to access the railway tracks.
Sept 2002
DC/13/1
CHAPTER 13 E&M INTERFACE 13.1 GENERAL This chapter covers particular E&M requirements that are to be incorporated into the C&S design. 13.2 ELECTRICAL SUBSTATION Electrical substations are required within the stations and as independent structures within the depot. 13.2.1 13.2.1.1 Cable Chamber A cable chamber shall be provided beneath the full area of the electrical equipment rooms. The chamber shall be a through void as far as practicable and treated as one fire compartment. The cable chamber shall have a height of at least 1700 mm. The cable chamber should be dry and free of water. Cable entry into the cable chamber through external ducts shall be sealed by means of a multiple cable transit (MCT). The cable chamber shall be waterproofed. The cable chamber floor shall slope towards one end and floor wastes shall be provided for draining of any water present in the cable chamber and connected to the surface water drainage system. Where it is not possible to construct main access door(s) to the cable chamber at least two manholes of 750 mm x 750 mm size shall be provided. These manholes shall be complete with a galvanised steel ladder complete with hand-rungs. The manhole cover shall be light enough for one man to handle and designed to withstand 5 kN/m2 live load. These manholes shall be located at the two ends of the equipment room, flush to the floor, free from any obstruction and away from the escape route. Others Fixed pulling points (eyebolts) of appropriate tonnage shall be provided in the transformer rooms for installation and withdrawal of the transformers. The eyebolts must be recessed to the wall or floor. Those in the floor shall be provided with a cover and fitted flush to the floor
13.2.1.2
13.2.1.3
13.2.1.4
13.2.2 13.2.2.1
Sept 2002
DC/13/2
surface. Each eyebolt shall be tested to 1.5 times safe working load and certified by a Mechanical Professional Engineer. 13.3 13.3.1 13.3.1.1 PLATFORM TOUCH VOLTAGE PROTECTION General The Contractor shall design and detail an effective platform insulation system to prevent passengers on the platform from possible electric shocks caused by touch voltage when boarding/alighting or touching the train or when touching the Platform Screen Doors (PSDs). A protection zone (as defined below) by the platform edge areas adjacent to the tracks shall be electrically isolated (for example, from the station structure/electrical earth, or from traction earth, etc.) All appurtenances and the finishes to all structures (including floors, walls and columns) that fall within the protection zone shall be electrically isolated from earth, or provided with a suitable insulated coating, to avoid harmful touch potentials. . The extent of the protection zone shall be : vertically, between the top of platform structural slab level and a minimum 2.5 metres above platform finished floor level. transversely, from the platform edge to to a minimum distance of 1.8 metres into the platform from any part of the inner face of the platform screen doors (PSDs) assembly, and from any metallic clad platform edge column, longitudinally, for the full length of the platform, and into the buffet areas beyond to encompass anywhere that is within 1.8 metres of the PSD assembly end returns or within 1.8 metres of a train when stopped at the station at its most adverse allowable stopping tolerance (refer to signalling designer).
13.3.1.2
13.3.1.3
13.1.4
The finishes to the platform between the platform edge and the remote side of the protection zone shall be fully electrically insulated from the structural slab below, and from all adjacent finishes and/or structures at the boundaries of the protection zone. All cladding, including vitreous enamel, on walls or columns shall use electrically insulated fixings. Skirtings around walls or columns that fall within the protection zone shall also be isolated.
13.1.5
Sept 2002
DC/13/3
13.1.6
Insulated breaks in the finishes shall be provided at the boundaries of the protection zone to ensure that the isolated areas are not earthed to the non-isolated areas. Metallic handrails that run along the platform edge in the buffet areas and which fall within the protection zone shall have an insulated finish. Minimum Insulation Level Notwithstanding 13.3.1 above, the minimum insulation levels shall be:a) A minimum platform floor to earth resistance of 10,000 and 35,000 ohm over a 300 x 300 mm area at 250V DC under damp and dry conditions respectively. b) A metallic finishes (e.g. handrails, metallic cladding, etc.) to earth resistance of 50,000 ohm at 500V DC under damp condition.
13.1.7 13.3.2 13.3.2.1
13.3.3
Insulation Details No embedded conduit, trunking or service pipe shall be allowed to run in or through the insulated areas. No metal dividing strip shall be allowed on the platform finishes within insulated areas. Expansion joints on platform shall be kept to a minimum. Expansion joints shall not allow passage of water or moisture.
13.4 13.4.1 13.4.1.1
WATER AND ELECTRICAL EQUIPMENT General Protection No water pipe whether gravity fed or under mains pressure shall be located within electrical rooms (substations, switch rooms, signal rooms, battery rooms, CER, etc) or associated cable chambers. Such prohibited pipes include but are not limited to : i) ii) iii) iv) v) vi) Rain water down pipes; Sewerage & sanitary plumbing pipes including local penetrations through ceiling slab; PUB water mains supply; Internal water services plumbing reticulation; Sprinkler and dry riser mains; Drainage pipework.
Sept 2002
DC/13/4
vii) 13.4.1.2 13.4.1.3
Pumped discharge pipework for drainage and sewerage & sanitary plumbing.
No floor trap is to be cast into the slab directly above an electrical room. The floor of any wet room (ECS plant room, sprinkler tank room, toilets, cleaners room, etc) directly above an electrical room shall be waterproofed using an accepted liquid applied membrane. External Cable Manholes and Cable Ducts External cable manholes shall be positively drained, and shall comply with Section 11.2.3.9. Where cable ducts enter an electrical room or cable chamber, the duct shall slope away to minimise seepage into the room or chamber. E&M EQUIPMENT DELIVERY ROUTES The design shall provide adequate routes for E&M equipment to be brought into the stations and the depot and for subsequent replacement. These routes shall be clearly marked on a separate set of drawings, which shall also show the information to be agreed as below The routes shall be the subject of co-ordination between the Civil Contractor and the Systemwide Contractors who shall agree : the mode and location of supply of equipment to the site; the method of unloading; the route of the equipment from point of unloading to final position; the lifting requirements throughout the route and method of transport; the weight of the equipment and its effect on the design loads for the structure, capacity of lifting hooks, lifting beams etc, either temporary or permanent; requirements for temporary decking, and staging; protection required for equipment and structure/finishes.
13.4.2 13.4.2.1 13.4.2.2
13.5 13.5.1
13.5.2
13.5.3
It is envisaged that some equipment will be lowered from ground level to concourse level and platform level via the draught relief shafts. For such cases, the design of vent shafts shall take into consideration the
Sept 2002
DC/13/5
provision of demountable louvres, panels, etc. For Civil Defence stations, staging may be necessary in the bomb pits to facilitate the movement of equipment. Such staging should be designed to support a static load of 20 tonnes, or such higher load as may be required by the Systemwide Contractors. For delivery from tunnels, floor access hatches above the trainway with lifting beams shall be provided. The lifting beam capacity shall be the subject of co-ordination between Civil Contractor and Systemwide Contractor. 13.5.4 Fixed lifting points (eyebolts) shall be provided for installation and replacement of major pieces of equipment. The minimum requirements are : For traction substation transformers of the structure(s) above the transformer, located in front of the intended location of the transformer; - 3 nos. 5 tonne safe working load capacity lifting points recessed in floor for pulling For service substation transformers - 1 no. 5 tonne safe working load capacity lifting point in soffit of the structure(s) above the transformer, located in front of the intended location of the transformer; For escalators - 8 nos. 5 tonne safe working load capacity lifting points for each escalator in the soffit of the structure(s) above the escalator For lifts -1 no. 2 tonne safe working load capacity lifting points for each lift at each lift shaft and each lift motor room In all cases, location and safe working load shall be co-ordinated with the Systemwide Contractor. 13.6 13.6.1 ELECTRICITY SUPPLY TO CIVIL EQUIPMENT Various pieces of equipment supplied by the Civil Contractor will require an electrical supply to operate. The design shall be co-ordinated with the E&M Contractor regarding the location, power requirements, cable
Sept 2002
DC/13/6
routing, termination and connection for power supply to all such equipment. 13.6.2 The equipment supplied by the Civil Contractor requiring power supply includes (but may not be limited to) :Drainage Pumps Sewerage Ejectors Motors for Sliding Doors U.V Filters Hand Dryers Toilet Sensors Motorised Roller Shutters Automatic Station Entrance Doors 13.6.3 The design shall allow for a 400/230V supply with a 10% voltage and 2% frequency variance at the normal and emergency main low voltage distribution boards. The design shall be co-ordinated with the Electrical Services (including UPS) Contractor(s) with respect to the voltage drop between the main LV boards and the input terminals of their equipment, to ensure that the equipment will operate over the full range of supply conditions identified above. The design shall incorporate starting in- rush current reduction equipment where necessary to ensure the tolerances as seen by the equipment are not exceeded. EARTHING SYSTEM General a) b) The basic design for the earthing system is indicated on the Authoritys Earthing System Interface Drawing. The Civil Contractor shall carry out individual soil resistivity test at each end of the station prior to construction of the station base slab. The soil resistivity test shall use the Wenner 4-pin method and the results submitted by the Civil Contractor shall be endorsed by a Registered Electrical Professional Engineer (PE). The Civil Contractor shall select a minimum of 2 test locations for each station subject to the approval of the Engineer. Five sets of tests shall be conducted at each location; each set at pin spacing of 2m, 4m, 6m, 8m and 10m respectively. c) The design, installation and testing of the earthing system shall be in accordance with SS CP16. As per SS CP16, Section 8,
13.7 13.7.1
Sept 2002
DC/13/7
the passing criteria for earthing resistance shall be not more than 1. d) The Civil Contractor shall prepare the necessary detailed design calculations, working drawings and test procedures and submit to the Engineer for approval.
13.7.2
Earthing Mat Design Requirements a) The earthing mat shall be designed to limit the coupling between the lightning and the power system earth mat to 110V when a discharge of 100KA from a lightning strike occurs. The coupling device connecting the lightning and power system earthing mats shall be under the scope of the Civil Contractor. The Civil Contractor shall co-ordinate with the Electrical Services Contractor to ensure that the design meets the specification requirements.
13.7.3
Installation and Execution a) The ringed earthing mat shall comprise earth rods inclusive of 95mm2 bare stranded copper wire laid 300mm below basement slab/ground level. The earth rod shall be made up of two lengths of 1.8m, 16mm diameter copper clad steel rods coupled together with silicon aluminium bronze coupling and copper wire joints are by exothermic weld and must be inspected by the Engineer before backfilling. Earth riser cables 185mm2 cross linked polyethylene (XLPE) shall be brought from the earth mat up through the basement floor or wall to each of the equipment rooms and two nos 95mm insulated earth cables from the earthing mat to the two test locations located aboveground at station air shafts, as shown on Authoritys Drawing. At each riser cable entry through the basement floor or wall, a tinned copper water-stop sleeve shall be provided to prevent the ingress of water. The sleeve shall be coated with epoxy resin. The Civil Contractor shall co-ordinate with the Power Supply Equipment and Cabling Contractor for termination of the earth riser cables onto the main earth bars in accordance with the Authoritys Earth System Interface Drawing.
b)
c)
d)
Sept 2002
DC/13/8
e)
The copper electrodes at the earth inspection chamber at ground level shall have a label Electrical Earth - Do Not Remove.
13.7.4
Testing a) Upon completion of the earthing mat, a preliminary test shall be carried out by Contractors Electrical PE using earth meggers tested by the Singapore Productivity and Standards Board (PSB). The Civil Contractor shall ensure that the soil resistivity test equipment is calibrated by the Singapore Productivity and Standards Board (PSB) or an accredited laboratory before carrying out soil resistivity measurements. Interface co-ordination with Power Supply Equipment & Cabling Contractor and Electrical Services Contractors PE is required for joint witnessing of all earthing tests. The Civil Contractor shall carry out the following earthing mat tests: i) ii) iii) iv) e) f) Individual earthing mat test at each end of station Combined earthing mat test Continuity test after earth risers are terminated on earth bars, and Final earthing mat test as below
b)
c)
d)
The Contractors shall submit plots of each resistance curve together with all test results to the Engineer for approval. Four weeks prior to 22 kV power-on of MRT station power supplies, the Contractors Electrical PE shall carry out a final earth test. It is essential that all inspection chambers be properly completed before the final earth test. The Civil Contractors Electrical PE must submit 6 original copies of endorsed earthing certificate (Declaration of the Earthing System), test report/results, earthing mat design calculations and as-built drawings to the Engineer prior to the commissioning of station power supplies.
g)
Sept 2002
DC/13/9
13.8
CABLE AND PIPE DUCTS The position and requirements of all ducts shall be agreed in coordination with the Systemwide Contractors. The ends of cable ducts shall be chamfered to avoid possible damage to the cable. UPVC shall not be used within the stations or tunnels and the Contractor shall specify an alternative material (example, ABS, FRE or approved equivalent) for cable ducts, sleeves, etc. Spare ducts shall be provided for future use. The numbers ( minimum 20% rounded up to the nearest whole number) and locations shall be agreed in co-ordination with the Systemwide Contractors. Cable and pipe ducts shall be designed to allow maintenance of the services installed inside via, for example, access door.
13.9 13.9.1
EQUIPOTENTIAL BONDING The Civil Contractor and all Systemwide Contractors shall provide the necessary Equipotential Bonding (EPB) to meet all requirements of the Singapore Standard, CP5. Items requiring EPB and their sizing requirements are detailed in Table 1 and 2 respectively. The basis for scope of work of EPB provision is that whoever provides the said equipment or services shall also be responsible for providing the EPB. CABLE BRACKETS AND OTHER E&M FIXINGS IN TUNNELS The position of all cable brackets and other attachments to the tunnel wall, provided or designed by another party, shall be agreed in coordination with that party. Cable brackets and the like shall be aligned at right angles to the gradient of the tunnel. In segmental concrete lined tunnels, the requirements of Clause 7.5.4 shall apply. Each cable bracket or other attachment shall be provided with sufficient adjustment (slotted holes or similar) or be provided with secondary fitments to ensure that the requirements of Clause 7.5.4 are upheld.
13.9.2 13.9.3
13.10
Sept 2002
DC/13/10
TABLE 1: SUMMARY OF EPB REQUIREMENTS Metallic Part 1 Comments
All incoming and outgoing Requires EPB. To be connected by a main EPB service pipes such as water, conductor to the earthing terminal as stipulated fuel, dry riser, pumping main in CP5:1998, Cl. 413.2. See Figure 2. Pipe joints to be checked for electrical continuity otherwise bonding required. Pipes along the trainway to be insulated from its steel brackets to prevent leakage paths for stray currents. Metal tanks All metallic cat-walks, platforms, hand-rails, staircases, ladders within 1.8m reach of pipes, tanks, cable trays cable ladders, trunking etc which have EPB. Requires EPB. May be connected electrically to incoming pipe. See Figure 3. Requires EPB with supplementary EPB conductor connected to pipes, tanks etc. See Figure 3.
2 3
Any metallic catwalks, Require EPB with supplementary EPB platforms, handrails, conductor connected to exposed conductive part staircases, ladders etc with of fitting. attached electrical cabling or fittings. Any metallic catwalk, platform, handrail, staircase, ladder etc, without electrical cabling or fittings and greater than 1.8m from pipes, tanks etc. Metallic door frames/doors controlled by electromechanical locking mechanism Metallic supports to electrically operated equipment without direct electrical contact with the equipment No EPB required.
EPB required with supplementary EPB conductor connected to exposed conductive part of fitting only where voltage rating of lockset exceeds 50V. EPB required with supplementary EPB conductor connected to exposed conductive part (related electrical equipment). See Figure 4.
Sept 2002
DC/13/11
TABLE 1: SUMMARY OF EPB REQUIREMENTS (CONTD) Metallic Part 8 Electrically operated roller shutters Metallic wall cladding (excluding VE) Comments EPB required with supplementary EPB conductor connected to exposed conductive part (casing of roller shutter motor). EPB limited to panels and framework components containing, or immediately adjacent to, electrical socket outlet or other sources of electricity. Supplementary EPB conductor connected to exposed conductive part of fitting. See Figure 5. No EPB required for VE panelling. Details of wall cladding to be examined to ensure electrical continuity throughout. EPB required with supplementary EPB conductor connected to nearest main EPB conductor. EPB required with supplementary EPB conductor connected to nearest earthed part (e.g., cable tray). Details of floor system to be examined to ensure electrical continuity between panels and between panels and supports. No EPB required.
10
Common trunking provided by Civil Contractor
11
Raised floor system
12
Electrical facilities in toilets and shower rooms (e.g. hand-dryer, water heater, extract fan etc) Ceiling system Blast doors Exposed metallic parts of building structure, including roof trusses.
13 14 15
No EPB required. No EPB required. EPB required (as Cl 413,2 of CP5). To be connected to earthing terminal. However for roof trusses, may be connected to lightning conductor earth and no further EPB is required. Electrical continuity of structure to be checked. No EPB required.
16
Steel support beam to PSD
Sept 2002
DC/13/12
TABLE 1: SUMMARY OF EPB REQUIREMENTS (CONTD) Metallic Part 17 18 Lifting beams and hooks Framework of PSC and fixed metallic furniture within. No EPB required EPB required. To be connected to nearest earthed part (eg cable tray). Comments
TABLE 2: SIZING REQUIREMENTS AS PER CP5: 1998, SECTION 547 Type Main EPB Supplementary EPB Size Earthing Conductor Circuit Protective Conductor (cpc) Max 25 mm2 Min 6 mm2 2.5 mm2
Sept 2002
DC/14/1
CHAPTER 14 STRAY CURRENT CORROSION CONTROL FOR RAILWAYS 14.1 14.1.1 14.1.1.1 INTRODUCTION General The Stray Current Corrosion Control (SCCC) system for steel wheel on steel rail MRT systems with d.c. traction supply shall be designed with the following objectives: (1) (2) 14.1.1.2 Provide a SCCC system that will ensure a 120-year design life for railway structures. Provide facilities to monitor and mitigate the stray current effects on the MRT facilities and structures.
The criteria given below shall be used as a guide only. Each designer shall evaluate the requirements for SCCC within his design and shall produce detailed design and drawings accordingly. The designer shall co-ordinate the SCCC system design with all other relevant designers. Interfacing information is given in Appendix 1 of this Chapter. The trackwork designer shall prepare an interface SCCC diagram clearly indicating thereon the various requirements for design, supply, installation and commissioning for the works associated with the SCCC system. Design Considerations The SCCC system shall generally include the following: 1) Isolation and/or control of all possible stray current leakage paths to minimise stray current effect on MRT and adjacent structures, public utilities and MRT services. Detection and monitoring of stray currents which do occur.
14.1.1.3
14.1.2 14.1.2.1
2)
Stray current drainage (collection) system which, when put into use, provides a return path for the stray current back to the traction substation negative busbar via drainage diodes. 14.1.2.2 The amount of stray current that will leak out from the track and power systems shall be assessed by the civil engineering designer. Based on this amount of leakage current, a quantitative analysis of the corrosion effects on the transit structure shall be prepared and appropriate provisions made in the design to ensure that the objectives given in Clause 14.1.1.1 are achieved.
Sept 2002
DC/14/2
14.1.3 14.1.3.1
Operating Modes It is expected that the system will normally be running in open mode (drainage circuit not connected). When monitoring shows that stray currents are excessive and remedial measures are unsuccessful, drainage mode will be employed. The drainage mode will be set in operation by the Railway Operator by closing the isolator in the drainage panel in the relevant traction substation. Drainage mode will also be selected for testing. SYSTEM REQUIREMENTS Trackwork The size of the running rails shall be UIC 60 to reduce voltage drop in the running rails, which in turn will reduce leakage of stray current. The minimum track to structure earth resistance under dry and damp conditions shall be 10 ohm-km before any equipment/cables are connected. This is to be achieved by the following methods as appropriate: (1) (2) (3) (4) Insulating pad beneath rails Insulation of rail fastenings Insulating pad beneath base plate Insulation system at level crossings and similar locations
14.1.3.2
14.2 14.2.1 14.2.1.1 14.2.1.2
14.2.1.3 14.2.1.4
The bottom face of running rails shall be at least 50 mm above the insitu track concrete or ballast. Guard rails on viaduct tracks shall be fixed on insulated fastenings. Guard rails shall be insulated from the running rails and include 20mm air gaps every 18 metres approximately. Permanent IRJs shall be provided at locations close to traction substations to segregate sections of track into electrically independent lengths. Elevated MRT Stations and Viaducts (Fig. 14.1) The control of leakage at source shall be by insulation of the running rails as described in Clause 14.2.1 above. Protection of viaducts against stray current corrosion shall also be provided by a high electrical resistant waterproof membrane above the structural concrete and below the ballast. The membrane shall be protected by a concrete screed.
14.2.1.5
14.2.2 14.2.2.1 14.2.2.2
Sept 2002
DC/14/3
14.2.2.3
A stray current collection mat typically formed of welded steel mesh shall be embedded in the concrete screed protecting the waterproof membrane for every track. Each panel of mesh shall be spot welded to the next to give good electrical continuity. The mesh shall be electrically continuous over each viaduct span and over each crosshead (if applicable), but electrically separated from each other. The electrical resistance of the mesh shall be not more than 0.5 ohm-km. A monitoring cable shall be welded to one end of each discrete mat and connected to a drainage terminal box for stray current monitoring and drainage purposes. A stray current drainage cable shall be installed along each trackway inter-connecting every drainage terminal box and terminating at the traction substation negative busbars. Lightning earth electrodes shall not be used as reference electrodes for stray current monitoring. Instead a portable half-cell electrode shall be used. Underground Structures (Fig. 14.2, Fig. 14.3, Fig. 14.4) The control of leakage at source shall be by insulation of running rails as described in Section 14.2.1 above. In the second stage concrete under the track, a stray current collection mat, typically formed of panels of welded steel mesh shall be installed. Each panel of mesh shall be spot welded to the next to give good electrical continuity over discrete lengths of 100m. At every 100m there shall be an electrical discontinuity created by leaving a gap of 100mm between successive lengths of mat. The electrical resistance of the mesh shall be not more than 0.5 ohm-km. A monitoring cable shall be welded to one end of each discrete mat and connected to a drainage terminal box for stray current monitoring and drainage purposes. A stray current drainage cable shall be installed along each trackway inter-connecting every drainage terminal box and terminating at the traction substation negative busbars. At-Grade and Transition Sections (Fig.14.5) The control of leakage at source shall be by insulation of running rails as described in Clause 14.2.1 above. In ballasted track on transition structures between tunnel and viaduct, the stray current collection and monitoring system shall be of the form specified for viaducts in Clause 14.2.2 but with the welded steel mesh in lengths as specified for slab track.
14.2.2.4
14.2.2.5
14.2.2.6
14.2.3 14.2.3.1 14.2.3.2
14.2.3.3
14.2.3.4
14.2.4 14.2.4.1 14.2.4.2
Sept 2002
DC/14/4
14.2.4.3
For concreted track on transition structures between tunnel and viaduct, the stray current collection and monitoring system shall be of the form specified for underground structures in Clause 14.2.3. No stray current drainage or monitoring provisions beyond that described Clause 14.2.1 is required for ballasted at-grade sections of railway. No utility pipe or service shall be located under the at-grade sections of railway. Depots The control of leakage at source shall be by insulation of running rails as described in Section 14.2.1 above as far as practicable. The depot area should be electrically isolated from the main line by using permanent Insulated Rail Joints (IRJs) at appropriate locations. Remote control facilities should be provided to enable each IRJ to be bypassed to allow transfer of traction power to or from the depot in the event of substation power failure. No monitoring or drainage system is required in the depot track area beyond that specified above. SYSTEM COMPONENTS Cabling For underground stations and tunnels, low smoke, halogen free, fire retardant type cables with armouring shall be provided. For above ground station and viaducts, fire retardant type cables with armouring shall be provided. All cables shall have an insulation level of DC 2000 V and be single core, multi-stranded copper conductor and XLPE insulated . Cable sizes shall be as follows: (a) Monitoring cable (from mesh to terminal box) 35mm2 copper (b) Drainage cable (inter-connecting terminal boxes) 185mm2 copper The location of the drainage cable shall be co-ordinated with the electrical services contractor.
14.2.4.4
14.2.4.5 14.2.5 14.2.5.1 14.2.5.2
14.2.5.3
14.3 14.3.1 14.3.1.1 14.3.1.2 14.3.1.3 14.3.1.4
14.3.1.5
Sept 2002
DC/14/5
14.3.2 14.3.2.1
Drainage Panels A drainage panel shall be provided in each traction sub-station. It is used to provide a connection path between the drainage terminal box and the negative return box. The drainage circuit can only be activated by manually closing the isolator. The circuit shall be supplied with variable resistors to restrict the current flow and shall be further protected by a fuse for overcurrent protection. Drainage panels shall consist of the following components. Diodes Surge absorber Resistor unit Meter unit Fuse unit Termination assemblies Insect protection mesh Isolator
14.3.2.2
14.3.3 14.3.3.1
Drainage Terminal Boxes Each drainage terminal box shall be provided with connection terminals for the monitoring cable and the drainage cable. Connections between terminals shall be provided within the box by tinned copper busbars or approved equivalent. Further details of the terminal box is shown on Figure 14.10. Reference Electrodes Reference electrodes shall be installed in underground stations in the outside wall at each end of each station at convenient locations for connections to be made Each electrode terminal shall be covered by a suitable terminal box for protection. STRAY CURRENT LEAKAGE PATH CONTROL General No stray current leakage paths shall be formed between structural units, or between the structure and piped services, handrails and other metallic components located along the trainway. Dielectric insulation shall generally be provided to prevent stray current leakage. No fixings or cabling for the trackwork shall affect the track insulation system or reduce substantially the track to earth/structure resistance.
14.3.3.2 14.3.4 14.3.4.1
14.3.4.2
14.4 14.4.1 14.4.1.1
14.4.1.2
Sept 2002
DC/14/6
14.4.2 14.4.2.1
Installations Electrical insulation from the transit or depot structure is required for the following installations located along the trainway. Signalling equipment and/or their supports Platform Screen Doors Blue light station support frames and siding telephone support frames (d) Metal pipes (e) Lightning protection system to viaducts (f) Earthing cables (g) Sectionalising switches, high-speed circuit breakers and their supports (h) Control boxes, test boxes, junction boxes etc and/or their supports. (a) (b) (c)
14.4.3 14.4.3.1
Elevated Stations and Viaducts The waterproofing and insulation membrane between ballast and structure concrete on the viaducts shall be a bonded system with minimum electrical resistivity of 1 x 1011 ohm-cm and thickness not less than 2 mm. Anchor bolts for viaduct bearings shall be isolated from the steel reinforcement in viaducts beams and cross-heads. Any metallic handrail, fascia units, walkway and the like along the viaduct shall be electrically insulated from the steel reinforcement in viaduct beams and cross-heads. Steel reinforcement and anchor bolts in concrete precast units used as fascia or similar shall not be in contact with the steel reinforcement of the viaduct beams. The material of rainwater downpipes in columns shall be nonconductive. Lightning down conductor strip shall be fixed with proprietary insulators to avoid electrical contact with steel reinforcement in cross-heads and columns. An effective water drainage system shall be designed to prevent ponding of rainwater. Underground Structures and Tunnels Proper detailing shall be provided to prevent ponding of seepage water around track fastenings.
14.4.3.2 14.4.3.3
14.4.3.4
14.4.3.5 14.4.3.6
14.4.3.7 14.4.5 14.4.5.1
Sept 2002
DC/14/7
14.4.5.2 14.4.5.3 14.4.5.4
Handrails, walkways and other continuous metallic elements along the trainway shall be electrically insulated from the structure. Tunnel segments shall be electrically separated from each other across all circumferential joints. All non-railway metallic service pipes passing through or embedded within the MRT structure shall be insulated from the structure by a plastic sleeve. SYSTEM TESTING AND MONITORING (refer to Fig. 14.6 to Fig. 14.9 and Appendix 2) Track to Structure Earth and Water Earth Resistance The track resistance against current leakage shall be measured with respect to: (1) (2) structure earth by means of the terminals from the stray current corrosion control steel mesh. water earth by means of the earth connection in the substation.
14.5 14.5.1 14.5.1.1
14.5.1.2
The track to structural earth resistance measurements shall be taken at the following two stages: (1) (2) For newly laid track before any power and signalling trackside equipment and cabling are connected. For integrated track system when power and signalling trackside equipment and cabling are connected.
14.5.1.3
As far as possible, different track support system shall be separated electrically for testing and monitoring: (1) (2) Main line shall be separated from the depot tracks. Tracks on viaducts shall be separated from those on at-grade sections, transition sections or inside tunnels.
14.5.2 14.5.2.1 14.5.3 14.5.3.1
Stray Voltage Level Monitoring The stray voltage level monitoring shall involve measuring the steel mesh potential with respect to a portable half-cell electrode. Substation Drainage Current Measurements Provision shall be made to facilitate the following measurements: (a) Traction current at output of rectifier
Sept 2002
DC/14/8
(b) (c) 14.5.3.2 14.5.4 14.5.4.1
Negative busbar to earth voltage Drainage current distribution and total drainage current.
These measurements will be taken at traction substations to check the system balance and to provide a basis for comparison of potentials. Other Tests In addition to the above, the following tests shall be performed: (a) (b) (c) (d) Track to steel mesh resistance measurements Electrical continuity test of steel mesh Commissioning tests for reference electrodes Insulation test for insulated installations.
14.5 5 14.5.5.1
Test Procedures The types, methods and procedures of all tests and measurements including the format for recording the test results shall be submitted to the Engineer for acceptance. Effective fault finding methods shall be incorporated and the technical specifications of instruments and equipment used to locate stray current leakage paths shall be specified. All rail potential measurements as well as all traction and drainage current measurements shall be taken over a 24-hour period during trial running to enable both the traction peaks and non-traction natural potential to be observed and recorded. All test instruments and measurement charts are to be provided by the commissioning party. Upon completion of a commissioning test, a Test Inspection Certificate shall be endorsed and submitted by the Registered Professional Engineer of the relevant contractor to the Engineer for acceptance. All test programmes shall, unless otherwise specified, be submitted to the Engineer at least four weeks before the tests start.
14.5.5.2
14.5.5.3
14.5.5.4 14.5.5.5
14.5.5.6
Sept 2002
DC/14/9
Appendix 1 : Stray Current Corrosion Control Requirements - Installation

Serial no.
1
Items
Welded steel mesh to be installed under the track. External connecting terminals to be provided. Monitoring cable from steel mesh reinforcement to the drainage terminal boxes to be provided. (see Fig. 14.6 and Fig.14.10) Drainage terminal boxes and drainage cables interconnecting drainage terminal boxes to be installed along tunnel wall or viaducts. (see Fig. 14.6) Drainage cable from appropriate drainage terminals inside drainage terminal boxes to the drainage panel in the traction substation (see Fig. 14.6) Installation of stray current drainage units and all associated accessories at traction substations. Installation of cable bracket/ tray to hold main drainage cable. Reference electrodes Provision of insulating sleeves for all non-railway metallic service pipes passing through the railway structure Running rails to be insulated by the following methods as appropriate: a) Insulating pad beneath rails b) Insulation of rail fastenings c) Insulation beneath base plate d) At level crossings and similar locations
Underground tunnel and station

a
Viaduct/ At Grade
a
Depot
Design, supply, installation and commissioning to be carried out by *

TW (underground) C (viaduct/ at grade)
NA
NA
TW (underground) C (viaduct/ at grade) TW
NA
NA
ES
5 6 7 8 9
a a a (at stations only) a
a a NA a
NA NA NA a
ES TW C C
TW
Sept 2002
DC/14/10
Serial no.
10 11
Items
Bottom face of running rail shall be at least 50mm above the in-situ track concrete or ballast. Depot electrically isolated from the main line system by using: a) b) c) permanent IRJs (Insulated rail joints) at appropriate locations on reception tracks third rail sectionalising adjacent to IRJs for segregation third rail and running rail sectionalising switches and associated works with remote control facilities.
Underground tunnel and station

a NA
Viaduct/ At Grade
a NA
Depot
Design, supply, installation and commissioning to be carried out by *

TW
a a a) b) c)
TW TW PS
12 13
Lightning down conductor strip to be fixed with proprietary insulator. Insulation of the following installation from the transit structure or depot structure: a) b) c) d) e) f) g) Signalling equipment and/or their supports Platform screen doors Blue light station and siding telephone supports Dry riser pipe Pumping mains, drainage pipes, and other piped services provided by the civil contractor Earthing cables Sectionalising switches, circuit breakers, control/ test/ junction boxes, etc
NA
NA
ES
a a a a a a a
a NA a a a a a
a NA a a a a a
SE SE CS, ES MS C C, ES C, TW, SE, PS, ES
Sept 2002
DC/14/11
Appendix 2 : Stray Current Corrosion Control Requirements Testing and Commissioning

Commissioning Tests Remarks
Serial no.
1 2 3
Commissioning Test to be carried out by *

C TW TW At stations only.
Commissioning test for reference electrodes Electrical continuity test of welded reinforcement mesh (Electrical resistance shall not be more than 0.5 -km) Track to structure earth resistance measurements (Pass Criterion shall not be less than 10 -km)
Measurements to be taken before and after concreting. Measurements to be taken when the tracks are newly laid and before the installation of trackside equipment and cabling. (Refer to Table - Integrated System Electrical Test Requirements at trackwork interface in the General Specification)
Track to structure earth resistance measurements for integrated track system (Pass Criterion shall not be less than 7.5 -km)
TW
Measurements to be taken after the installation of trackside equipment and cabling. TW shall be responsible for carrying out measurement only. (Refer to Table - Integrated System Electrical Test Requirements at trackwork interface of the General Specification)
PS, SE
PS, SE shall coordinate and request TW to conduct measurements. PS, SE shall be responsible for all site preparation including cleaning, disconnection and reconnection of crossbonding cables for TW to carry out the measurement.
Test on all insulation under Appendix 1, Item 13
C, TW, SE, ES, PS
Individual contractors are required to carry out and furnish test records to confirm that the respective installations have adequate insulation values.
Sept 2002
DC/14/12
Serial no.
6
Commissioning Tests
Stray current measurement in traction substation:
Commissioning Test to be carried out by *
Remarks
TW, PS a) b) c) 7 traction current at output of rectifier negative busbar to earth voltage (rail potential) drainage current TW
24-hr measurement, see Clause 14.5.5.3. PS is to assist TW for traction substation measurements.
Stray voltage level measurement with respect to reference electrodes/ half cell electrodes for steel mesh (via monitoring cable)
24-hr measurement, see Clause 14.5.5.3. Measurement results are for record purposes only. Extent of testing to be determined by the Engineer.
* Key to Appendix 1 and 2:

NA C TW SE PS ES MS CS = Not Applicable = Civil contractor = Trackwork contractor = Signalling Equipment and Platform Screen Door contractor = Power Supply Equipment and Cabling contractor = Electrical Services contractor = Mechanical Services contractor = Communication System contractor
Sept 2002
DC/14/13
Sept 2002
DC/14/14
Sept 2002
DC/14/15
Sept 2002
DC/14/16
Sept 2002
DC/14/17
Sept 2002
DC/14/18
Sept 2002
DC/14/19
Sept 2002
DC/14/20
Sept 2002
DC/14/21
Sept 2002
DC/14/22
Sept 2002
DC/15/1
CHAPTER 15
NOT USED
Sept 2002
DC/16/1
CHAPTER 16
NOT USED
Sept 2002
DC/17/1
CHAPTER 17
NOT USED
Sept 2002
DC/18/1
CHAPTER 18 AUTOMATIC AND MANUAL IRRIGATION SYSTEM 18.1 REGULATIONS, CODES AND STANDARDS The design, manufacture, supply, installation, testing and commissioning of Automatic and Manual Irrigation Systems shall be governed by all applicable local codes of practice, regulations, standards and requirements issued by all local government and statutory authorities, agencies and service providers which shall include but not limited to the following:(a) (b) (c) (d) (e) 18.2 Building Control Authority Ministry of the Environment Productivity and Standards Board PowerGrid Pte Ltd National Parks Board BCA ENV PSB PowerGrid Nparks
AUTOMATIC IRRIGATION SYSTEM DESCRIPTION
The Automatic Irrigation System applies to viaduct and vehicular underpass.

The system is designed to provide irrigation on every planted strip. Pond water is transferred from mobile water tankers to the underground storage tank by means of a coupling inlet and then used for irrigation via pumpsets and a common main reticulation pipework. 18.3 18.3.1 DESIGN CRITERIA The systems shall normally operate automatically without the need for manual intervention. Provisions shall however be made for manual and semi-automatic operation mode. In addition, the systems shall have provision for remote monitoring of vital status. Sprinkler and stream bubblers shall be provided. The systems shall be provided to irrigate the landscape areas within the site. The irrigation for the site comprises more than one independent systems. Each system shall be functionally complete but not to be limited to pumpsets, control valves, primary water filter, irrigation controller, pipework, etc. The design shall be developed in accordance with the following parameters:
18.3.2 18.3.3
Sept 2002
DC/18/2
(a) (b)
Source of water Sunken tank
: Raw Pond water transported by mobile water wagon with a capacity 9000 litres.
storage : A sunken concrete storage tank with 3 days storage capacity for raw pond water shall be provided by Builders. The tank shall be designed to house submersible pumpsets with associated valves, fittings etc. : 5 litres per sq. m per day : Once per day (excluding rainy days) : Between 5 to 10 minutes per lot of sprinklers. : Flow along pipe shall be between 1 m/s to 3 m/s of : Each lot shall comprise sprinklers with approximate equal flow rates and meeting the power supply provided for the system. : Pipes shall be positioned aesthetically, if necessary hidden in risers, and acceptable to the SO. Where possible, laying of pipe across road shall be avoided. : An OG box, 3 phase/400 Volt
(c) (d) (e) (f) (g)
Water demand Watering cycle Watering time Flow velocity No. of lots sprinklers Position of Pipe
(h)
(i)
Power supply
18.4
MICROPROCESSOR BASED IRRIGATION CONTROLLER Microprocessor-based irrigation controller shall be provided to perform all the operational control, status and fault indications. Details shall be submitted for acceptance to National Parks Board and the Authority.
18.5
RAIN SHUT-DOWN The control system shall provide for shut-down of the entire or part of the irrigation system if sufficient rainfall have occurred resulting in no irrigation required. Rainwater sensors/switches detecting rainfall shall be placed in strategic locations. Provision to override the rain shutdown signal shall also be provided. The irrigation schedule shall resume after the "rain-shut down" signals are cancelled. Provision for lamp indicator for "Rainshutdown" ON/OFF status shall be provided in the control panel.
Sept 2002
DC/18/3
18.6 18.6.1 18.6.2 18.6.3
PUMPSETS Submersible Pumpset It shall be of submersible centrifugal type with high resistant cast iron casings, impeller and stainless steel shaft and suction strainer It shall be provided with a pressure gauge, a check valve, isolating valves and a flow switch at the external axial, discharge end. Stainless steel wires screen shall be provided at the pump suction. Concrete plinths of 100 mm high shall be provided for all pumps. SUMP PUMP 1 no. of submersible vertical centrifugal Sump Pump shall be provided with cast iron casings, cast iron non-clog, impressed stainless steel shaft. It shall be capable of removing slurry. It shall be provided with a pressure gauge, a check valve, isolating valves and a flow switch at the discharge end. A stainless steel strainer with metal screen shall be fixed to the suction end.
18.6.4 18.7 18.7.1 18.7.2
18.8 18.8.1
OPERATION OF PUMPS The pumpsets are designated as a Duty pump and a Standby pump each with a 100% capacity. Each pump shall have an AUTO/OFF/MANUAL mode selector switch at the system control panel. The starting and stopping of the duty motor are by signalling from the programmable controller. Each motor shall be provided with a time relay. The pump running time shall be set to not less than one (1) minute. The pumpsets shall alternate automatically at the end of every watering cycle. The pump control shall allow full automatic or manual operation of any pump without interference in the operation of the remaining pumpset. It shall be possible to isolate any pump without affecting the operation of the system in the automatic mode. An electrode level switch shall be provided in the water tank to shut down the pumping system to prevent dry pumping and light up the low water level indicating lamp. The light should go off automatically when the water level rises above this pre-determined low level. An electrode level switch shall also be provided in the water tank to light up the high water level indicating lamp when the tank has been topped up to a pre-
18.8.2
18.8.3 18.8.4
18.8.5
Sept 2002
DC/18/4
determined level. The light should automatically go off when the water level drops below this level. 18.9 18.9.1 SPRINKLER HEAD AND STREAM BUBBLER The sprinkler head shall be used in the automatic irrigation of landscaping areas as required by National Parks Board. It shall produce a fine spray of water of even distribution over the entire area of coverage. Low precipitation irrigation sprinklers are preferred. Each pop-up body shall have a captioned filter screen and a wiper seal. The stream bubbler shall be used in manual and automatic irrigation of landscaping areas and flower troughs (except for pedestrian overhead bridges) as required by National Parks Board. The sprinkler head and stream bubbler shall be constructed of UVresistant plastic and corrosion resistant stainless steel parts of 304 or 316. The bubblers shall provide consistent and precise flow rate compensates for pressure variation caused by terrain elevation or friction loss. The operation of the sprinklers and the stream bubblers shall be vibration free and shall not produce any back splash. PIPES AND FITTINGS a) The main underground pipeline shall be heavy duty UPVC type. The lateral underground pipe shall be high density Polyethene type. For exposed areas, external piping using hot-dipped galvanised pipe shall be used. Galvanised steel pipe sleeves shall be provided where pipes pass through walls or run under road. There shall be a minimum of 20mm total space clearance between pipe outside diameter (OD) and sleeve inside diameter (ID). The space caulked with a soft nonsetting waterproof mastic compound to give airtight seal. Ductile iron pipes shall be used at the pump discharge to the main valve chamber before the main pipeline connection.
18.9.2
18.9.3
18.9.4 18.9.5
18.10
b)
c) 18.11 18.11.1 18.11.2
MANUAL IRRIGATION SYSTEM DESCRIPTION The manual irrigation system applies to road bridge and pedestrian overhead bridge. The manual irrigation system shall be designed to carry water from the base of the bridge to the planter troughs.
Sept 2002
DC/18/5
18.11.3 18.11.4
Water is distributed evenly to each planter trough The water pipe shall be fixed to the inner wall of the trough that abut the platform and above the soil level. DESIGN CRITERIA Pedestrian Overhead Bridge (POB) a) One coupling inlet of diameter 25mm shall be provided at 1m ground level for connection by the National Parks water tanker. The inlet shall be easily and safely accessible by the tanker. The water pipe shall be made of stainless steel with 5mm diameter holes provided at 200mm centre to centre along the bottom of the pipe.
18.12 18.12.1
b)
18.12.2
Road Bridge a) b) A coupling inlet shall be provided on both side of the trough at 1m above ground level. The water shall be distributed by suitably sized stream bubblers evenly spaced along the stainless steel pipe.
18.13 18.13.1
PIPES AND FITTINGS Stainless Steel Pipes and Fittings Stainless steel pipes and fittings shall conform to BS4127: Part 2 .
18.13.2
Pipe Supports a) b) All steel hangers, supports, anchors, bolts, nuts, washers shall be hot-dipped galvanised. Supports shall be provided at spacing not exceeding the values specified in the table below unless otherwise indicated:DIAMETER OF PIPE IN MM 20 - 25 32 - 50 MAX. SPACING OF SUPPORTS HORZ. RUN IN M OR VERT. RUN IN M 2.5 3.5
MATERIAL OF PIPE Stainless Steel Pipe
Sept 2002
DC/18/6
18.13.3
Pipe Sleeves a) Galvanised steel pipe sleeves shall be provided where pipes pass through walls or run under road. There shall be a minimum of 20mm total space clearance between pipe outside diameter (OD) and sleeve inside diameter (ID). The space caulked with a soft non-setting waterproof mastic compound to give airtight seal. Puddle flanges cast in wall shall be used when water-tightness is requirement.
b)
18.14 18.14.1
PIPE INSTALLATION All pipes shall be rigidly anchored and supported with hangers and supports. Each length of pipe and each fitting shall be thoroughly cleaned out before installing. Pipework shall be provided with sufficient flexible coupling for all forces and movements in the completed system and shall provide sufficient detachable couplings for complete and easy dismantling during maintenance, and assembly during construction. Any open ended pipe or pipe connection left overnight or for any considerable period shall be protected from the entry of dirt, sand, etc by the fixing of approved plastic or galvanised iron sheet cap securely held. All exposed pipework shall be installed so that sufficient clearance is left between the outside of the pipe and the nearest wall, and approximately 75mm from ceiling or slab. Pipe joints or fittings will not be permitted within the thickness of walls, floors any partitions or below a beam. Pipework shall be installed with correct falls gradient to ensure adequate draining. A gasket, conforming to ANSI B16.21 and ASTM D2000, shall be installed between clamp and pipe or dissimilar materials. All pipe works shall be bonded to the lightning protection system. OTHER ACCESSORIES Primary Filters The water filters shall be used when sprinklers and bubblers are used. The filters shall be corrosion proof with filter housing made of stainless 316. It shall be easily access and clean by flushing with water.
18.14.2
18.14.3
18.14.4
18.14.5 18.14.6 18.14.7 18.15 18.15.1
Sept 2002
DC/19/1
CHAPTER 19 INSTRUMENTATION 19.1 INTRODUCTION This Chapter covers the Authoritys requirements for the design and selection of instrumentation for the monitoring of movements, stresses, strains, piezometric pressures and vibrations due to excavations and tunnelling, and of the permanent works. The Building Control Authority and other regulatory bodies also require the installation and monitoring of instruments for excavations, tunnelling, piling and other construction work. Compliance with this Chapter may not be sufficient to fully satisfy these regulatory bodies. The Contractor shall install both the instrumentation required under this section and any additional instrumentation required to satisfy the regulatory bodies. 19.2 INSTRUMENTATION REQUIREMENTS The instrumentation shall be designed and selected to: a) b) c) d) e) f) g) Verify the assumptions made in the design. Provide confirmation of the predicted behaviour of the support system during excavation or tunnelling. Assess the effects of the work on buildings, utilities and other structures. Provide sufficient information to determine how and why the work is affecting buildings, structures and utilities. Provide a record of performance. Enable construction to be carried out safely and soundly at every stage. Where required, enable appropriate contingency measures to be implemented in time.
In order to meet these requirements the instrumentation, design shall include the minimum monitoring specified herein plus such additional instrumentation as is necessary to meet the requirements given above. 19.3 MONITORING PLANS AND RELATED DOCUMENTS The Contractor shall prepare and maintain a Monitoring Plan comprising but not limited to the following:
Sept 2002
DC/19/2
19.3.1
Monitoring Drawings Monitoring drawings shall be prepared at a scale not greater than 1:500 clearly indicating the location and installation height/depth of all instrumentation. All instruments shall be clearly identified in a unique alpha-numeric sequence using the instrumentation nomenclature as defined for use in the LTAs Geotechnical Data Base. Each drawing shall show all of the instrumentation to be installed within the area covered by the drawing. At contract boundaries, the instrumentation to be installed by the adjacent contractor shall be shown. Where multi-sensor instruments are used the Contractor shall clearly identify the reduced level and/or direction of each individual sensor, such information is to be provided either on the drawings or in separate tables. Where buildings, structures or services subject to special protection measures are encountered the Contractor shall prepare a detailed drawing of each individual building, structure or service indicating the exact location of all monitoring points, including the reduced level of the proposed instrument. Sections shall also be prepared identifying clearly the extent of any existing features, cracks etc, requiring monitoring. Where possible the structural layout of the building shall also be indicted on these drawings. All drawings for buildings, structures or services subject to special protection measures shall be prepared at a scale not greater that 1:50 except where prior approval has been granted by the Authority.
19.3.2
Instrumentation Tables Instrumentation tables shall be prepared which should include, but not be limited to, the following information for each instrument: Instrument type Unique instrument number Sensor number Proposed Easting Proposed Northing Proposed Reduced Level of all sensors Proposed reading frequency during key stages of the works Review levels for all sensors (see Clause 19.8)
19.3.3
Instrumentation Specifications The design shall include the preparation of Instrumentation Specifications including: installation procedures, fixing methods, grout mixes, protection measures and such other details that are necessary to ensure that the instrumentation is capable of meeting the required accuracy.
Sept 2002
DC/19/3
19.4
MINIMUM MONITORING All excavations in excess of 4.5m deep (from commencing level) and all tunnels shall include a minimum level of monitoring, as specified below. The monitoring shall extend along the full length of the work, and for at least 50m beyond the contract boundaries.
19.4.1
Minimum Monitoring for Excavations All excavations shall include Type A, B and C monitoring arrays, as shown in Figures 19.3 and 19.5, on the following basis: a) b) c) One Type A, B or C array for every 25m of perimeter wall or slope. An average of one Type B or C array for every 100m of perimeter wall or slope. An average of one Type C array for every 500m of perimeter wall or slope.
The distances (quoted above) used to assess the number of monitoring arrays shall be taken as the plan distance around the perimeter of the excavation measured at the top of the slope or retaining wall. The number of arrays required shall be rounded to the nearest whole number. If an excavation is being carried out in a number of adjacent sections or cells, then the perimeter shall be taken as the distance around all of the adjacent sections or cells, ignoring intermediate cross walls. The designer shall locate the Type B and C arrays in areas of particular concern, taking into account the nature and sequence of construction, the presence of adjacent buildings and the assessed ground conditions. The Types B and C arrays are not required to be evenly spaced. Where there is any portion of the Works which: is over 150m in length (measured along the centre line of the tracks), continuous, and there are no buildings or utilities within the monitoring zone then the minimum number of monitoring arrays required over that portion of the Works can be reduced by reducing the requirement for Type B and C arrays to one half of that defined above, and, for unsupported excavations only, the Type A arrays can be omitted. 19.4.2 Minimum Monitoring for Tunnels Type D, E and F arrays shall be provided for tunnelling (including pipe jacking), as shown in Figures 19.6 and 19.7, on the following basis:
Sept 2002
DC/19/4
a) b) c)
One of Type D, E or F every 25m of twin tunnel. One of Type E or F for every 200m of twin tunnel, on average. One of Type F for every 1000m of twin tunnel, where the tunnels have an excavated diameter in excess of 3m.
Type F arrays need not be provided where the tunnels have an excavated diameter equal to or less than 3m. The distance shall be measured along the centre line of the tunnels and shall be based on the total length of tunnelling required under the contract. The number of arrays required shall be rounded to the nearest whole number. Where single or multiple tunnels are constructed, the number of arrays shall be the same as if twin tunnels were being constructed. However, the number of monitoring instruments in each array shall be changed (reduced for single tunnels, increased for multiple parallel tunnels) to provide the same level of monitoring for each of the tunnels as for the twin tunnels. The designer shall locate the Type E and F arrays in areas of particular concern, taking into account the nature and sequence of construction, the presence of adjacent buildings and the assessed ground conditions. Type E and F arrays should be particularly located in areas where it is expected that the tunnel will encounter soils of the Kallang Formation. The Types E and F arrays are not required to be evenly spaced. Where there is any portion of the works which: is over 150m in length (measured along the centre line of the tracks), continuous, and there are no buildings or utilities within the monitoring zone then the minimum number of monitoring arrays required over that portion of the works can be reduced to one half of that defined above. 19.4.3 Minimum Monitoring of Struts and Ground Anchors At least 15% of all struts and ground anchors shall be monitored for load using strain gauges and/or load cells. At least 25% of the struts and anchors monitored using strain gauges shall also be monitored using load cells. Where strain gauges are used, a minimum of 2 strain gauges coupled with temperature monitoring shall be installed at each monitoring location, as shown in Figure 19.4. As far as possible, the strut and anchor monitoring locations should be selected so that: every strut/anchor level at the selected locations is monitored; and the strut/anchor monitoring location coincides with a Type B or C monitoring array.
DC/19/5
19.4.4
Minimum Monitoring of Buildings and Structures All corners of buildings and structures, where any part of thereof falls within the monitoring zones defined in Figure 19.1, shall be monitored by precise levelling. Tensile strains shall be monitored by extensometers or by optical survey for all buildings with predicted tensile strain greater than 0.1% and for any building subject to protection measures. Crack monitoring shall be carried out for existing cracks and new cracks occurring during the works, and on movement joints.
19.4.5
Minimum Monitoring of Utilities All gas, water and sewer pipes within the monitoring zone defined in Figure 19.2 shall be monitored with settlement points placed onto or just above the utility, at intervals of not less than 25m. Typically, utilities that are less than 4m below ground level should be monitored with points on the utility, while utilities more than 4m below ground level can be monitored with points placed 2m above the utility. Joints in electrical cables with voltage higher than 22kV and in fibre optical systems shall be monitored for movement across the joint.
19.4.6
Minimum Monitoring for Areas of Ground Treatment A grid of surface points to monitor heave or settlement shall be established over any area of ground treatment. The spacing between points in both directions shall not be more than 5m. This grid shall extend at least 10m beyond the edges of the ground treatment zone.
19.4.7
Minimum Monitoring for Tunnelling Under Buildings Where any part of the tunnel is directly below any part of a building, the following shall be implemented as a minimum: a) A comprehensively monitored test zone shall be set up within the area 50m before the tunnel reaches the building. The test zone is required to confirm that the tunnelling is being carried out in such a way that the settlements are less than or equal to that expected from the design. The zone shall include at least two type E arrays. The building shall be considered as a structure subject to protective works and instrumented on that basis. While the instruments in the test zone and on the building are within 25m (in plan) of the location of the face of the tunnel, they shall be read and the information assessed by the Contractor at least once per ring of advance or once per three hours, whichever is more frequent.
b) c)
Sept 2002
DC/19/6
d) 19.4.8
There shall be a direct communication channel between the tunnel and the engineer assessing the results of the monitoring.
Minimum Monitoring for Buildings Subject to Protective Measures Where a building or structure is subject to protective works, the building or structure shall be monitored using electrolevel beam systems, with a back up system of precise levelling pins at both ends of each beam.
19.4.9
Minimum Vibration Monitoring Vibration monitoring shall be carried out on all buildings adjacent to piling works. Vibration monitoring shall be carried out where the construction activity involves processes which are likely to result in significant vibrations (for example: blasting) and where the vibration could adversely affect adjacent buildings, structures, utilities or equipment. Some buildings, structures, utilities or equipment are particularly sensitive to vibration (for example: laboratories, hospitals). Vibration monitoring shall be carried out continuously where any construction activity is carried out near to sensitive buildings, structures, utilities or equipment, and the existing MRT system.
19.5 19.5.1
ADDITIONAL MONITORING The design shall include additional instrumentation to augment the minimum instrumentation specified above. The full instrumentation scheme (i.e., the minimum plus the additional) shall be sufficient to comply with the instrumentation requirements given in 19.2 above. READING FREQUENCY FOR MONITORING INSTRUMENTS The design shall include tables giving reading frequencies for all instruments. The frequency of reading the instruments may be varied, depending on the type of instrument and the relationship between the instrument and areas of current activity. Criteria for increasing the frequency of reading shall also be given. Critical instrumentation shall be connected to data logging equipment and the data shall be continuously accessible on computers in the Engineers site office. The data loggers, computers, cabling or other links and the necessary software to view the data in the Engineers office shall form part of the instrumentation system to be provided by the Contractor.
19.6 19.6.1
19.6.2
Sept 2002
DC/19/7
The following shall be considered as critical instrumentation: a) b) c) d) e) f) g) All strut and anchor monitoring instruments. All monitoring instruments on, or adjacent to, buildings subject to protection measures. Piezometers installed to monitor the effects of bored tunnelling, and where the tip of the piezometer is in soils of the Kallang or Tekong formation. Pressure cells, strain gauges or other instrumentation installed to confirm the design loads in tunnel linings or treated ground. Monitoring of joints in cables with voltage higher than 22kVa and joints in fibre optic cables. Vibration monitoring where any construction activity is carried out near to sensitive buildings, structures, utilities or equipment. Any other instrumentation where continuous monitoring is necessary to ensure the safety of the works and of adjacent buildings, structures and utilities, and of all personnel including the workforce.
19.7 19.7.1 19.7.2
ACCURACY AND RANGE OF MONITORING INSTRUMENTS The accuracy and reading range of all of the monitoring instruments shall be specified as part of the design. All readout units and survey equipment used for monitoring shall be capable of storing the data digitally, and have the facility to be directly connected to a computer for the downloading of the data. The depth of inclinometers shall extend beyond the influence zone of the tunnels and excavations being monitored. As a minimum, inclinometers shall be taken down to at least: a) b) 2m into hard stratum; or 3m below the toe level of the retaining wall (for excavations) or 3m below invert level (for tunnels) whichever is deeper.
19.7.3
19.7.4 19.7.5 19.7.6
Instruments shall not be of the electrical resistance transducer type except as agreed with the Engineer. Piezometers shall not be of the pneumatic type except as agreed with the Engineer. Where Vibrating Wire Piezometers are specified in this Chapter, the Contractor may propose to the Engineer to substitute Casagrande Piezometers. Acceptance of Casagrande Piezometers will be subject to the Contractor demonstrating that the Casagrande Piezometers are sufficiently responsive to changes in piezometric pressure in the surrounding ground to provide representative readings. Ground settlement points shall be installed so that the movement of the ground can be measured. Where points have to be installed in areas
19.7.7
Sept 2002
DC/19/8
with road slabs, pavements or other surface structures, then ground settlement point shall be anchored into the ground below slab, pavement or structure. Sleeves shall be provided through road, pavement or structure so that the measured settlement is affected by the presence of the slab, pavement or structure. 19.7.8
the the the not
The design shall include protection for all instruments, to ensure that they are suitably protected against accidental damage, vandalism, and adverse climatic conditions. REVIEW LEVELS Prior to the start of construction, the Contractor shall assign review levels to every instrument installed or to be installed at the site. There shall be three types of review level: trigger, design and allowable. The design level is defined as the highest or lowest (as appropriate) reading anticipated based on the design. The trigger level is a reading at a predetermined level prior to the design level (for example, 70% of the expected maximum strut load, settlement or lateral deflection). The allowable level is defined as the maximum or minimum (as appropriate) reading consistent with the requirements of the Contract. In some cases the design and allowable levels may coincide. The values for the review levels shall be proposed by the Contractor for the acceptance of the Engineer, and shall form part of the design. Where appropriate, review levels shall be set for both positive and negative readings, i.e., for ground movement points, three review levels shall be set for settlement and three for heave. During construction, the Contractor may propose changes to the values selected as review levels. Changes to review levels will have to be justified on the basis of observed performance, and shall be submitted for the acceptance of the Engineer.
19.8 19.8.1
19.8.2 19.8.3
19.8.4 19.8.5 19.8.6 19.8.7
19.8.8
Sept 2002
DC/19/9
List of Figures: 19.1. 19.2. 19.3. 19.4. 19.5. 19.6. 19.7. Minimum Zones of building and structure monitoring Minimum Zones of utility monitoring Routine monitoring arrays for supported excavations Arrangement of strain gauges for struts, bar anchors and nails Routine monitoring arrays for unsupported (open) excavations Routine monitoring arrays for tunnels not in Kallang or Tekong Formation soils Routine monitoring arrays for tunnels where part or all of the face is in Kallang or Tekong Formation soils
Sept 2002
DC/19/10
Minimum zones of Building and Structure Monitoring

1. Excavations
2D or 2H whichever is greater = Ground level
D Base of Kallang Formation
H Base of excavation
2a. Tunnels where base of Kallang formation is above Tunnel crown

1.5Z 1.5Z
Z Tunnel axis level
2b. Tunnels where part or all of the face is in soils of the Kallang Formation
1.5 Z or 7.5D whichever is greater
Z Tunnel axis level
Figure 19.1
DC/19/11
Minimum zones of Utility Monitoring

1. Excavations
1D
= Ground level
Base of excavation
2. Tunnels
1.5 Z
1.5 Z
Tunnel axis level
Figure 19.2
Sept 2002
DC/19/12
Routine Monitoring Arrays for Supported Excavations

0.25D 0.25D 0.25D 0.25D 0.25D 0.5D 0.5D 1D 1D
Array Type A
Array Type B
0.25D 0.25D 0.25D 0.25D
0.5D
0.5D
1D
1D
1D
1D
Legend
Ground settlement monitoring point S I/E P
Heave stake Vibrating wire Piezometer (Tip location) Inclinometer in wall or just I outside wall Inclinometer/Extensometer in I/E soil
I/E
S P P P
Vibrating
Array Type C
Instruments required only in areas where depth from initial ground level to base of Kallang Formation soil in the excavation 10m : P Ground settlement monitoring point Piezometer
Figure 19.3
DC/19/13
Arrangement of Strain Gauges for struts, bar anchors and nails
H-section Struts
Legend
Tubular Struts
Vibrating wire strain gauge
Bar Anchors or Nails Figure 19.4
Sept 2002
DC/19/14
Routine Monitoring Arrays for Unsupported (open) Excavations

1 to 3m 1 to 3m
Array Type A
Array Type B
1 to 3m 0.25D 0.25D 0.25D 0.25D
0.5D
P D I/E P P P P P I/E S P P I I/E S P
Legend
Ground settlement monitoring point Heave stake Vibrating wire Piezometer (Tip location) Inclinometer/Extensometer Inclinometer
Array Type C
Note:
Benches are only schematic. Minimum instrumentation numbers are independent of number of benches except that one settlement point is to be placed on each bench for type C arrays
Figure 19.5
Sept 2002
DC/19/15
Routine Monitoring Arrays for Tunnels not in Kallang or Tekong Formation Soils
0.5 Z 0.25 0.25 Z Z 0.25 0.25 Z Z = = 0.25 0.25 Z Z 0.25 0.25 Z Z 0.5 Z
1 to 2m
Array Type D
X
C
X C
Array Type E
0.5 Z 0.5 Z 0.25 Z 0.25 0.25 Z Z 0.25 Z = = 0.25 Z 0.25 Z 0.25 Z 0.25 Z 0.5 Z 0.5 Z
I/E X
P
I/E X X
P P
I/E
Array Type F
Legend
Ground settlement monitoring Point
X ROD Extensometer (Tip Location)

P
Vibrating Wire Piezometer (Tip Location) I/E Inclinometer/Extensometer
Convergence Measurements
Figure 19.6
DC/19/16
Routine Monitoring Arrays for Tunnels where any part of the face is in Kallang or Tekong Formation Soils
0.5 Z 0.25 0.25 0.25 0.25 Z Z Z Z = = 0.25 Z 0.25 0.25 Z Z 0.25 Z 0.5 Z
Z
1 to 2m
X Array Type D C
X C
Array Type E
0.5 Z 0.5 Z 0.25 Z 0.25 Z 0.25 Z 0.25 Z = = 0.25 Z 0.25 Z 0.25 Z 0.25 Z 0.5 Z 0.5 Z
I/E
X
P X P X P P P P
I/E
X P
X X P P P P P P P
I/E
Array Type F
Legend
Ground settlement monitoring Point
X
P
ROD Extensometer (Tip Location)
Vibrating Wire Piezometer (Tip Location) I/E Inclinometer/Extensometer
Convergence Measurements
Figure 19.7
DC/20/1
CHAPTER 20 ASSESSMENT OF DAMAGE TO BUILDINGS AND UTILITIES
20.1
GENERAL The Contractor shall design both temporary and permanent works to ensure that ground movements are kept to an absolute minimum. In addition, he must recognise the use of proven construction techniques and good workmanship are essential in restricting ground loss. Bored tunnels shall be constructed with every effort made to quickly and adequately support the ground, and to minimise the inflow of water. In squeezing ground, care shall be exercised to ensure that over-excavation does not take place. Support systems for excavations shall be selected, where possible, to avoid exposing ground at the sides of the excavation. Where gaps in the retaining system are unavoidable, the ground shall be grouted using at least two rows of injection points. Construction shall be undertaken with due regard to the settlements associated with the particular method chosen. In particular, the following shall be avoided where possible:(a) (b) (c) Groundwater lowering by pumping. Groundwater lowering by pervious temporary linings or support systems. Use of non-recoverable timber ground supports.
20.2
PREDICTION OF SETTLEMENTS The Contractor shall predict the settlements due to the Works as described below:
20.2.1
Ground Movements due to Bored Tunnelling Bored tunnelling work will generally produce a settlement trough which Peck and OReilly and New have related to a Gaussian distribution curve. These curves are applicable for tunnels where there is no major loss of ground at the face and where there is little or no consolidation settlement. The Contractor shall use such curves to predict the effect of tunnelling upon adjacent structures. For a single tunnel, surface settlement, Sv, shall be determined from the relationships:
Sept 2002
DC/20/2
Sv = Smax exp [ -y2 ] 2 i2 Where, Smax y i is the maximum settlement above the tunnel. is the horizontal distance to the tunnel. is the horizontal distance from the tunnel centre line to the point of inflexion on the settlement trough.
i = K zo Where, K zo is a parameter which varies between 0.5 (for clay) and 0.25 (for sand). is the depth to the centre of the tunnel.
Smax = 0.0031 V D2 i Where, D V is the excavated diameter of the tunnel. is the volume loss expressed as a percentage of the excavated tunnel face area.
The Contractor shall demonstrate the suitability of his selected volume loss values in relation to the values of volume loss that occurred during tunnelling for previous phases of subway construction in Singapore. Typical values for tunnels up to 6.6m excavated diameter were as follows: Ground Type S4 S4 S2/S4 S2 S2 S3 S3 G4 G4 G4 G4 G4 Tunnelling Method Greathead shield Greathead shield and compressed air NATM Earth Pressure Balance shield. NATM NATM Greathead shield Greathead shield Greathead shield and compressed air TBM with compressed air NATM with compressed air Earth Pressure Balance shield. K (assumed) 0.45 0.45 0.45 0.45 0.45 0.5 0.5 0.45 0.45 0.45 0.45 0.45 V 7 2 1.5 1** 0.5 1.5 5 2 1.5 4.5 3.5 1**
Sept 2002
DC/20/3
OA M M M M
Earth Pressure Balance shield Semi-blind / semimechanical shield Greathead shield with ground treatment and compressed air TBM with compressed air Earth Pressure Balance shield.
0.45 0.5 0.5 0.5 0.5
1** 3.5* 2* 15* 3**
* excludes long-term consolidation settlements ** values for EPB tunnelling are for tunnels where sufficient pressure was maintained in the head to minimise movement at the face, and where simultaneous tail void grouting was carried out. Values quoted exclude long-term consolidation, and also exclude settlements recorded while tunnelling through the interface between rock and soil, or between rock and rock weathered to a soil-like material. The Contractor shall assess possible consolidation settlements and superimpose these on the settlements calculated as described above. The Contractor shall prepare settlement contour plans along the full route of the tunnels. The Contractor shall also predict the horizontal movements and strains associated with the tunnelling. 20.2.2 Ground Movements due to Excavations The Contractor shall predict the ground movements excavations. Predictions shall be made allowing for: 1) 2) 3) 4) due to
The installation and (where appropriate) extraction of the support system. Movements during excavation. Consolidation settlements. The effects of grouting, piling, soil improvement, or any other measure required for the Works which could cause ground movement.
The prediction for movements during excavation shall be properly related to the predicted movement of the support system Finite Element or Finite Difference methods can give misleading results for the development of ground movements outside the excavation unless the change of ground stiffness with strain is properly taken into account. All analytical predictions shall be checked against empirical
DC/20/4
methods based on previous experience of excavations in similar ground in Singapore. Seepage analyses shall be carried out for all excavations, and the potential consolidation settlements shall be assessed. The Contractor shall prepare settlement contour plans for the area around excavations. The Contractor shall also predict the horizontal movements and strains associated with excavations. 20.2.3 Combined effects The Contractor shall assess the total ground movement that could affect the structures, buildings and utilities within the assessment zones presented in Figures 20.1 and 20.2. The ground movements calculated shall be the sum of those due to: 1) 2) 3) Tunnelling and associated work, such as shaft construction, ground treatment. Excavations and associated work. The ground movements due to the work of the adjacent contractor(s), on the same Project, in so far as these could affect buildings within the assessment zones. This shall be based on the adjacent contractors predictions for ground movements. Any other construction work within the assessment zone that is likely to be concurrent with the Works, and which are identified by the Engineer to the Contractor.
4)
20.3
ASSESSMENT OF DAMAGE TO BUILDINGS All buildings and structures within the assessment zones shall be assessed for damage by means of assessing tensile strains within the building and its foundations. The classification of masonry buildings shall be based on the work of Boscardin and Cording and Mair, Taylor and Burland in accordance with the following table:
Category of damage 0 1 2 3 4 to 5
Normal degree of severity Negligible Very Slight Slight Moderate* Severe to Very Severe
Limiting tensile strain (lim) (%) 0 - 0.05 0.05 - 0.075 0.075 - 0.15 0.15 - 0.3 > 0.3
Sept 2002
DC/20/5
The description of the damage associated by the degrees of severity is given in Appendix 1. The Contractor shall determine a similar and compatible association for framed and other structures. Due account shall be taken of any stiffness in the buildings to resist ground deformations. Generally, the staged assessment approach outlined in Mair, Taylor and Burland shall be used. However, it is quite common for buildings in Singapore to be constructed or renovated such that they have mixed foundations. These buildings can be particularly sensitive to settlement. For any building or structure that is identified as being on mixed foundations, the contractor shall carry out a detailed evaluation, taking into account the nature of the building/structure and the foundations. The Contractor shall summarise his assessment for every building within the assessment zone, using the layout shown in Figure 20.3. 20.4 ASSESSMENT OF DAMAGE TO UTILITIES The Contractor shall carry out a damage assessment for every utility within the Utility Assessment Zone. The contractor shall establish, with the relevant utility agency, allowable values for settlement, deformation, joint rotation, joint slip, or such other criteria as are agreed with the utility agency. The allowable values shall ensure that the utility can be kept fully functional throughout the Works, and that it will not be suffer significant loss of durability. Where necessary, the Contractor shall carry out trial pits to confirm the nature of the utility and joint spacing. Particular attention shall be given to the junction of pipes and spurs off the pipe, as outlined by Attewell, Yates and Selby. For cast iron pipes the methodology of Bracegirdle, Mair, Nyren and Taylor shall be followed. The Contractor shall summarise his assessment for every utility within the assessment zone. The summary shall include details of the type of utility, nature, joint type and spacing, and the allowable and predicted values for settlement, deformation, joint rotation, joint slip, or such other criteria as are agreed with the utility agency. As far as possible this information shall be tabulated. 20.5 PROTECTIVE WORKS The Contractor shall design and install protective works to all buildings where the predicted degree of severity of settlement damage is moderate or above, with the aim to restrict damage to the slight category or below. Where a building has historical or other
DC/20/6
significance, as stated in the Particular Specification, protective works shall be designed and installed if the predicted damage is in the slight category or above,with the aim of restricting damage to the very slight category. The above requirement shall not apply to buildings that are derelict or awaiting demolition. Protective works shall be in the form of underpinning, ground improvements, compaction or compensation grouting, jacking or building strengthening or some combination of these or such other means as the Contractor shall select to the acceptance of the Engineer. Care shall be taken to ensure that the selected method of protection does not do more harm to the building than the original settlements. Where any of the predicted values for a utility exceeds the allowable value, the Contractor shall design and implement protective measures. Protective works shall be in the form of excavation and support, underpinning, ground improvements, compaction or compensation grouting, jacking or such other means as the Contractor shall select to the acceptance of the Engineer. If a building, structure or utility is likely to be affected by ground movements due to the work of two or more contractors, and unacceptable damage is predicted, then the Contractor shall coordinate with the other contractor(s) and agree appropriate protective measures. References Peck RB. Deep excavation and tunnelling in soft ground. State of the Art Report. 7th International Conference on Soil Mechanics and Foundation Engineering, Mexico City 1969. Terzaghi K. Rock tunnelling with steel supports, Section 1, Commercial Shearing and Stamping Co. 1946. Proctor & White. Rock tunnelling with steel supports. Commercial Shearing and Stamping Co. 1946. OReilly MP and New BM. Settlements above tunnels in the United Kingdom - their magnitude and prediction. Tunnelling 82, London. 1992. New BM and OReilly.Tunnelling induced ground movements: predicting MP.their magnitude and effect. 4th Int. Conf. on Ground Movements and Structures. Cardiff. 1991. Boscardin MD and Cording EG. Building response to excavation-induced and settlement. Journal Geotechnical Engineering, ASCE, vol 115. 1989.
Sept 2002
DC/20/7
Mair RJ, Taylor RN and Burland JB. Prediction of ground movements and assessment of risk of building damage due to bored tunnelling. Int. Symp. on Geotechnical Aspects of Underground Construction in Soft Ground, London, 1996. Burland JB, Broms B and De Mello VFB. Behaviour of Foundations and Structures. State of the Art Report, Session 2, Proc. 9th Int. Conf. of Soil Mechanics and Foundation Engineering, Tokyo 1977. Attewell, Yeates and Selby. Soil movements induced by tunnelling and their effects on pipelines and structures. Blackie and Sons, London. 1996. Bracegirdle, A. Mair, R.J., Nyren, R.J. and Taylor, R.N. A simple methodology for evaluating the potential damage to buried cast iron pipes from ground movement arising from tunnelling. . Int. Symp. on Geotechnical Aspects of Underground Construction in Soft Ground, London, 1996.
Sept 2002
DC/20/8
APPENDIX 1 Classification of visible damage to walls with particular reference to ease of repair of plaster and brickwork or masonry. Category of damage Normal degree of severity Description of typical damage (Ease of repair is underlined) Note: Crack width is only one factor in assessing category of damage and should not be used on its own as a direct measure of it. Hairline cracks less than about 0.1mm. Fine cracks which are easily treated during normal decoration. Damage generally restricted to internal wall finishes. Close inspection may reveal some cracks in external brickwork or masonry. Typical crack widths up to 1mm. Cracks easily filled. Re-decoration probably required. Recurrent cracks can be masked by suitable linings. Cracks may be visible externally and some repointing may be required to ensure weathertightness. Doors and windows may stick slightly. Typical crack widths up to 5mm. The cracks require some opening up and can be patched by a mason. Repointing of external brickwork and possibly a small amount of brickwork to be replaced. Doors and windows sticking. Service pipes may fracture. Weathertightness often impaired. Typical crack widths are 5 to 15mm or several greater than 3mm. Extensive repair work involving breaking-out and replacing sections of walls, especially over doors and windows. Windows and door frames distorted, floor sloping noticeably1. Walls leaning1 or building noticeably, some loss of bearing in beams. Service pipes disrupted. Typical crack widths are 15 to 25mm but also depends on the number of cracks. This requires a major repair job involving partial or complete rebuilding. Beams lose bearing, walls lean badly and require shoring. Windows broken with distortion. Danger of instability. Typical crack widths are greater than 25mm but depends on the number of cracks.
0 1
Negligible Very Slight
Slight
Moderate
Severe
Very Severe
Note: Local deviation of slope, from the horizontal or vertical, of more than 1/100 will normally be clearly visible. Overall deviations in excess of 1/150 are undesirable. Based on Burland et al, 1977
Sept 2002
DC/20/9
Minimum zones of Building assessment

1. Excavations
2D or 2H whichever is greater
= Ground level
Base of Kallang Formation
Base of excavation
2a. Tunnels where base of Kallang formation is above Tunnel crown

1.5 Z 1.5 Z
Tunnel axis level
2b. Tunnels where part or all of the face is in soils of the Kallang Formation
1.5 Z or 7.5D whichever is greater =
Tunnel axis level
Figure 20.1
Sept 2002
Figure
DC/20/10
Minimum zones of Utility assessment

1. Excavations
1D = Ground level
Base of excavation
2. Tunnels
1.5 Z
1.5 Z
Tunnel axis level
Figure
Figure 20.2
Sept 2002
DC/20/11
BUILDING DAMAGE ASSESSEMENT SUMMARY SHEET

PROJECT: CONTRACT NUMBER: NAME OF BUILDING: ADDRESS: DESCRIPTION OF STRUCTURE
PHOTO
DRAWINGS AVAILABLE DESCRIPTION OF FOUNDATIONS
YES/NO
DRAWINGS AVAILABLE RESULT OF PRELIMINARY ASSESSMENT MAXIMUM SETTLEMENT: MAXIMUM SLOPE: SECOND STAGE ASSESSMENT REQUIRED RESULT OF SECOND STAGE ASSESSMENT MAXIMUM SETTLEMENT: MAXIMUM GROUND SLOPE: MAXIMUM TENSILE STRAIN: DETAILED EVALUATION REQUIRED
YES/NO
YES/NO
YES/NO
ATTACH RESULTS OF DETAILED EVALUATION WHEN REQUIRED PROTECTION MEASURES NEEDED PROTECTION MEASURES PROPOSED: YES/NO
FIGURE 20.3
DC/21/1
CHAPTER 21 LIGHTING SYSTEM 21.1 21.1.1 PUBLIC STREET LIGHTING General The design of lighting shall be based on the latest edition of the following publications: (a) (b) BS 5489 (British Standard) CIE 115-1995(Technical Report of Commission Internationale de LEclairage)
Road surface shall be taken as Class R3 road (Asphalt CIE R3). The design shall also comply with the applicable Codes, Regulations, Standards and relevant Authorities. 21.1.2 Luminaires Requirements The luminaires shall be semi-cutoff or cutoff type complete with integral control gears suitable for use with high pressure sodium vapour lamps on a supply voltage of 230 volts + 6%, 50 Hz. It shall have a clear acrylic bowl with integral control for use with 70W, 150W, 250W and 400W tubular high pressure sodium vapour (SON/T) lamps. The mounting heights can be ranged from 6 to 14 metres depending on the actual requirements. Each lantern shall be adjustable for at least full cut-off and semi cut-off light distribution as per CIE (International Commission on Illumination) definitions. All components such as lampholder, ballast, igniter and capacitor shall comply with and be tested to the requirements of the relevant Singapore or equivalent standards. Attachment of a lantern to its side entry bracket arm shall be by means of clamps and designed to accommodate bracket arm tube diameters of 40 to 80 mm. The length of penetration of a side entry bracket arm shall be at least 100mm. The mounting arrangement and wind resistant area of a luminaire shall be such as to withstand a wind-speed of 100 km per hour with a factor of safety of 5. All fixings which carry the weight of the luminaire and the internal accessories shall be provided with suitable locking devices to prevent the dislodgement of any part of the luminaire by vibration either in service or during maintenance.
Sept 2002
DC/21/2
21.1.3
Works in Conjunction with Lighting Mounting details including all data, calculations, imposed loads and forces and dimensional drawings for the foundations required (piling if necessary) for the poles shall be endorsed by a registered Professional Engineer. The soil bearing capacity at the site shall be ascertained so that the foundations can be correctly designed. Base plates, holding-down bolts etc. shall be provided for the installation of street lighting. Heavyduty UPVC pipes Class B with pull-wire shall be provided for the underground cables. All outgoing undergound cables from street lighting control box shall be supplied and laid by LTA. Co-ordination and interfacing of incoming supply cabling work to street lighting control box with PowerGrid Ltd shall be carried out by the developer.
21.2 21.2.1
VEHICULAR UNDERPASS LIGHTING General The vehicular underpass lighting system shall consist of continuous line of luminaires with fluorescent lamps, running along the carriageways mounted on the tunnel ceiling. This arrangement will provide a continuous line of light for visual guidance for daytime and nightime operation. Road surface shall be taken as Class R3 road (Asphalt CIE R3). Uniformity in the underpass shall not be less than 0.8. Indirect contribution from wall and roof of the tunnel shall be neglected and shall not be considered in the design. The uniformity is defined as the ratio of minimum illuminance to the designed avergae illuminance. The design of lighting shall be based on the latest edition of the following publications: (a) (b) BS 5489 (British Standard) CIE 115-1995 (Technical Report of Commission Internationale de LEclairage)
The design shall also comply with the applicable Codes, Regulations, Standards and relevant Authorities Control circuit shall be included with the lighting sub-circuits for night time dimming of the fluorescent luminaires shall be provided. The dimming modules shall be provided with electronic ballasts in the luminaire. Dimming of the fluorescent luminaires shall be continuous. Under Night Stage lighting switching, the total luminaires output shall be reduced to 50% of the daytime value.
DC/21/3
A ripple controller shall be installed to switch the lights at night. The ripple control receiver shall collect and transmit the signals to activate the lighting contactor which will in turn enable the switching facilities. 21.2.2 Emergency Lighting In the event of power failure, the vehicular lighting system shall be maintained for 1 hour by means of individual emergency battery packs. The battery packs shall be designed to comply with the latest edition of CP 19. 21.2.3 Luminaires Requirements All luminaires complete with all accessories shall be of a type specially designed for use in vehicular underpass. Luminaires shall comply with BS 4533 and IEC Degrees of Protection IP 65 including requirements in jetproofing, thermal testing and dustproofing. Housing shall be painted by an electrostatic process. The gear trays and other fixing inside the luminaire shall be of non-corrodible material. Underpass lighting fittings shall be fixed by means of accepted non-ferrous metal fasteners. All steel parts and surfaces shall be hot dipped galvanised to withstand corrosive atmosphere according to BS 729.. All underpass lighting sub-circuits shall consist of fire resistant, low smoke, halogen free armoured cables. Engraved cable ferrules shall be fixed to the end of each cable at the distribution board outgoing terminal blocks to identify each subcircuits shall be provided. For luminaires fed from normal mains supply, a metal clad corrosion proof junction box shall be provided at the first lighting fitting connected to the subcircuit for tee-off cable connection. All cable entries to the junction boxes shall be terminated with weatherproof type cable glands, sealed against water ingress by the provision of non-setting sealing compound and with cable shroud after cable connection. Cables shall be supported in cable trays or cable ducts throughout and by cable ladder where necessary. Brass earthing bushes shall be provided in each junction box for bonding of copper sheaths or armour. Copper earthing conductor shall be used to ensure earth continuity. Design calculations to justify on the adequacy of the support system with details of all equipment and cables total weight in worst case shall be endorsed by a professionally-qualified, registered engineer.
Sept 2002
DC/21/4
21.3 21.3.1
TUNNEL LIGHTING General The design of lighting shall be based on the latest edition of the following publications: (a) (b) Road lighting Part 7 Code of Practice for the lighting of tunnels and underpasses BS 5489 : Part 7 (British Standard) Guide for the lighting of road tunnels and underpasses CIE 1151995 (Technical Report of Commission Internationale de LEclairage) Permanent International Associations of Roads Congresses Report to 18th, 19th and 20th Congresses on Road Tunnels 1987, 1991 and 1995
(c)
21.3.2
Design Parameters Acceptable daytime design practice requires that the tunnel lighting system be divided into several zones to allow a motorists eyes to adapt progressively to the passage from bright daylight to the darker interior. These zones are defined as follows: (a) Threshold Zone The first section inward from the portal, which must have the highest luminance to avoid an abrupt decrease from exterior daylight. Transition Zone A gradual or stepped reduction of luminance from the higher level in the threshold zone to the lower level in the interior zone. Exit Zone The last section of the tunnel which has a higher luminance than the interior zone to adapt the motorists eyes back to exterior daytime.
(b)
(c)
The design of the lighting levels in each zone shall follow accepted practice and shall be based on the daytime luminance of the approach road before a tunnel portal, referred to as the access zone and the design speed. In general, the recommendations of the latest edition of BS 5489 Part 7 shall be used for detail design work. The following parameters are to be considered in the design: (a) Design speed : The design speed used in the lighting calculations shall be subject to the approval of the Authority. : The stopping sight distance shall be based on the recommendations of CIE 115:1995.
(b)
Stopping sight distance
Sept 2002
DC/21/5
(c)
The access zone luminance (L20) Ratio of threshold zone luminance (Lth) to access zone luminance (L20) Luminance of threshold zone during daylight (Lth) Length of threshold zone Luminance decrease between successive zones Length and luminance of transition zones Average interior zone luminance (Lin): Daytime Nighttime Uniformity: Overall uniformity of traffic lanes and shoulder (UO) Longitudinal uniformity along traffic lanes (UL)
: The access zone luminance shall be based on recommendations in Table 5.1 CIE 115:1995 and subject to site investigations. : Table 2 of BS 5489 : Part 7
(d)
(e)
: The luminance of threshold zone during daylight shall be based on the recommendations of CIE 115:1995. : BS 5489 : Part 7 : Not greater than 3:1 (As required by Clause 8(f) in BS 5489 : Part 7)
(f) (g)
(h)
: The luminance reduction curve shown on Figure 3 in BS 5489 : Part 7 shall be used in detail design.
(i)
: Not less than 6 cd/m2 : Half of daytime level : 0.4 : 0.5
(j)
(k)
Exit zone luminance during daylight
: BS 5489 : Part 7
Sept 2002
DC/21/6
(l)
Switching control
: Luminance meters shall be provided at entrance portals to adjust the entrance zone lighting level in accordance with the actual access zone luminance
The design shall consider the optimisation of lamplife and maintenance. 21.3.3 Glare Control Glare control as Threshold Increment (TI) set out within BS 5489 Part 1 and 2 shall be considered within the design and selection of luminaire and type of light source. The TI within the tunnel shall not exceed 15 %. 21.3.4 Emergency Lighting In the event of power failure, the tunnel lighting system shall be maintained for 1 hour by means of individual emergency battery packs. The battery packs shall be designed to comply with the latest edition of CP 19. An adequately sized standby generator shall also be provided to support the tunnel lighting system in the event of a power failure.
Sept 2002
DC/AP/1
APPENDIX A DESIGN CHECK LIST The Contractor shall ensure that his design as shown on all Drawings and Contract documents is complete. The check list as shown on the following pages are compiled from obvious omissions in previous MRT phases. The list is not meant to be exhaustive and it is the Contractors duty to ensure that he has a complete design for construction.
Sept 2002
DC/AP/2
A 1. 2.
STATIONS - GENERAL Access catladder - Provide approved standardised catladders to underplatform voids, vent shafts, hatches, cable towers, E&M equipment, etc. Platform endstairs - Provide safe platform endstairs for use during emergency situation, i.e adequate width, preferably 900 mm, but not less than 600 mm, and bottom riser not more than 170 mm. Floor hatch cover - All floor hatch cover should be flush with the floor and protected against damage by heavy E & M equipment movement. Maintenance Platform - Provide adequate platform with railings/catladders for maintenance access to E&M equipment, louvres, valves, water tanks, switches, etc at high level. Platform end walkways - E&M equipment mounted on the walls should not cause the platform end walkways to have inadequate width for emergency egress. Escalators - The railing balustrade design should tie in with the escalator to prevent children from falling. Slope surface between two escalators need some means to deter people from sliding down. Provide deterrent triangles at beams/slabs that are near the escalators edge. The gap between the escalator handrail and adjacent handrail should be at least 80 mm apart. Provide safety switch at roller shutter gate entrance so that the escalators will only move when the shutter gate is fully opened.
3. 4.
5.
6.
7. 8.
Channel Gratings - provide gratings over channels/drains where access is needed. Taps and Drain Pipes - All discharge points to water taps and aircon drain pipes shall be directly over or near floor traps. No water tap is allowed to be installed inside the distribution board room or in other rooms where there are electrical accessories. It should be located at least 2 m away.
9.
PUB valve chambers - All PUB incoming valve chambers are to be designed with drainage provision and meter reading facility.
Sept 2002
DC/AP/3
10. 11.
Movement Joints - Ensure that there are no movement joints above plant rooms to eliminate risk of leakage of water into these rooms. Cover for incoming PUB meter and control valve - Ensure that cover is light enough for regular inspection and emergency usage and at the same time, secure enough to prevent the cover from pilferage.
Sept 2002
DC/AP/4
B 1. 2. 3. 4. 5.
UNDERGROUND STATIONS Buffet Area Railings - Provide handrailings on buffet area outside the traction substation to 5 m from the station screen door end return. Halon Cylinder Storage cylinder storage. Provide proper fire-rated enclosure for halon
Doors with direct access to track - Provide safety bar and warning sign for doors that provide direct access to trackside from station rooms. CD airfilters - CD station airfilters in rooms should not obstruct the opening of the door access. Cooling tower rooms - Design for adequate drainage facilities to prevent flooding of rooms due to backflow of water from cooling tower.
Sept 2002
DC/AP/5
C 1. 2. 3.
ELEVATED STATIONS Utility Duct - All the utility duct wall enclosures are to be sealed for proper fire rating. Ancillary Roof Access to utility ducts - The design should incorporate proper and safe access from ancillary roof area 1 to roof area 2. Platform edge for substation - Handrailings are to be provided along the platform edge for Rectifier, and L.V. switch rooms in front of the entrance for on line substation. Emergency escape doors - All Emergency escape doors leading to outside the station should not have a great drop in level. Intermediate roof slab - Warning sign required along handrail of catwalk to deter people from steeping onto ceiling panel of concourse level. Flat roof at platform level - Proper access is required for maintenance of aircon fan coils. Collection trough - The track side collection trough for rainwater downpipe should be covered with a grating where appropriate. Compressor rooms for air condition - Ensure that such rooms have sufficient ventilation to prevent breakdown of operation.
4. 5. 6. 7. 8.
Sept 2002
DC/AP/6
D 1. 2. 3. 4. 5. 6. 7. 8.
DEPOT Manhole access cover - The manhole access cover shall be of reasonable weight for easy handling in all buildings. Ventilation Fans - provide permanent access to all high level ventilation fans in depot building. Gantry Platform - Provide kick boards for gantry platform. Rail Infringement - Drain grating at open position shall not infringe the rail at tracks entering the depot building. Windows swing - Sliding windows should be adopted to buildings with walkways adjacent to it. Volatile Store - Roller shutter without perforation shall not be used as it does not provide free air ventilation to the room. Fuel Station - Concrete pavement instead of bitumen surface around the fuel station shall be adopted. Upstand Kerb - All upstand kerb of cable manhole should be highlighted with black yellow strip marking.
Sept 2002
DC/AP/7
E 1. 2. 3. 4. 5.
TUNNELS Sump Pump Control Panel - Provide proper access to tunnel sump pump control panels. Blast Door roller housing - Provide ramps to blast door roller housing which is above the track level. Tunnel Booster Fans - provide collapse frame and maintenance access platform to the tunnel booster fan units. Floating Slab Track - gap between floating slab track and tunnel wall to be backfilled. Trackside Drain - trackside drain near platform steps to be covered with gratings.
Sept 2002
DC/AP/8
F 1. 2. 3.
VIADUCTS Low viaduct parapet on non-walkway side - Provide additional railings on the low parapet wall where there is no third rail to act as deterrent for staff safety. Viaduct near station end stairs - 3 m of handrailing to be provided on parapet leading to emergency access from track to end stairs. Bearings - Are they all accessible for future maintenance and replacement? Check at non-standard location such as cross over beams, at station etc.
4. 5. 6. 7.
Drainage system for viaduct - Is the system designed for movements of viaduct beams? Walkways - Should have no dead ends. Railings - To be provided near station at places where detrained passenger is likely to make use of for escape. Vandals - Are there adequate barriers at at-grade section to prevent vandals from getting onto viaducts?
Sept 2002
DC/AP/9
G 1. 2. 3. 4.
TRACKWORKS Steel grating shall be lightweight covers for tunnel sump instead of heavy concrete covers. Buffer rubber (or wood) shall be fixed on buffer stops in depot. Buffer stops at end of viaducts to be designed to stop train travelling at maximum speed in restricted mode of 18 km/h. Difference in levels of rubber joint packer between Floating Slab units and tunnel would cause tripping hazard. Proposed maximum difference in level of 10 mm and maximum gap of 5 mm. Fill up cable recess of traction jumper cables between running rails on slab track in tunnel. Ballast infill between tracks and near sectionalising switches. Propose the following :i) ii) iii) Sect. switches - 150 mm below plinth level Track spacing 4.7 to 6 m - 200 mm thick layer of ballast Track spacing > 6 m - blockwork kerb 150 mm high to retain ballast
5. 6.
Sept 2002

LTA Civil - Standards - Civil Design Criteria

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Civil Design Criteria Revision A4

Civil Design Criteria Revision A4

Civil Design Criteria Revision A4

Civil Design Criteria Revision A4

Civil Design Criteria Revision A4

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Civil Design Criteria Revision A4

6.9 6.9.1 6.9.2 6.9.3 6.9.4

Civil Design Criteria Revision A4

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7.11 7.11.1 7.11.2 7.12

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Civil Design Criteria Revision A4

Civil Design Criteria Revision A4

9.9 9.9.1 9.9.2 9.10 9.11

Civil Design Criteria Revision A4

ELECTRICAL AND MECHANICAL REQUIREMENTS

Civil Design Criteria Revision A4

Civil Design Criteria Revision A4

Civil Design Criteria Revision A4

Civil Design Criteria Revision A4

Civil Design Criteria Revision A4

Civil Design Criteria Revision A4

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Civil Design Criteria Revision A4

Civil Design Criteria Revision A4

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Civil Design Criteria Revision A4

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2.2.1.11 2.2.1.12 2.2.1.13 2.2.1.14 2.2.1.15

Preferred Minimum 500m 400m

Civil Design Criteria Revision A4

Civil Design Criteria Revision A4

Civil Design Criteria Revision A4

2.2.5 2.2.5.1 2.2.5.2

Civil Design Criteria Revision A4

2.3 2.3.1 2.3.1.1

Civil Design Criteria Revision A4

2.3.3 2.3.3.1 2.3.3.2 2.3.3.3

2.4 2.4.1 2.4.1.1 2.4.1.2 2.4.1.3

2.4.1.4 2.4.1.5 2.4.2

Civil Design Criteria Revision A4

2.5 2.5.1 2.5.1.1

Civil Design Criteria Revision A4

2.5.1.9 2.5.1.10 2.5.2 2.5.2.1

Civil Design Criteria Revision A4

Civil Design Criteria Revision A4

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Civil Design Criteria Revision A4

3.2 3.2.1 3.2.1.1

Columns Located Outside Danger Zone

Embankment Bottom of Embankment

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Civil Design Criteria Revision A4

danger zone Non-Platform Side